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ISSUE 438 - SEPTEMBER 2021

EDITORIAL EDITOR Jamie King (jamie.king@kelsey.co.uk) ART EDITOR Mark Field SUB EDITOR Dan Williamson CONTRIBUTORS Dan Bevis, Ade Brannan, Dan Williamson, Jason Dodd,

ev’e been to a car show! We did cover a few smaller events during the breaks between lockdowns last year, but the recent day out at RS Combe was the first time I personally made it to a show since Ford Fair 2019 - the birth of my son in September scuppered plans to attend TRAX 2019...

So, it was really great to get back out there, pitch up a mag stand, invite along some brilliant Blue Ovals and their equally brilliant owners, and enjoy the show vibe at RS Combe 2021. It may have been smaller than previous years, but it worked out beautifully for me as it meant I could take the kids and really enjoy the day out with family and friends.

Before the whole Covid thing I was at a car show more or less every weekend throughout the summer, and back then I was actually craving a break away from all the events.

But since the pandemic struck, it’s made me realise just how much I miss the shows. I bet it’s the same for many of you too.

We really are blessed to have such a fantastic show scene, and we should enjoy all of them, not take any for granted.

Speaking of which, we’ve got the biggest show of the year coming up, Ford Fair

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sponsored by mountune. We’re all set, and just about to start loading everything up before we head to Silverstone, and I hope to catch up with some of you there.

In the meantime, we’ve got another cracking issue for you this month – Kevin Johns’s Escort Cosworth from the cover will no doubt provide one or two talking points, and so will David Platt’s ever-evolving RS Turbo (you can see both of them up close on the mag stand at Ford Fair), but innovative thinking and individual design is what modified cars are all about.

There’s some great stuff in this issue, so...

Enjoy the mag!

Jamie

Dan Pullen, M-Sport, MB Motorsport, Paul Lawrence, Robb Pritchard, Ben Birch

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“I once decided it would be cool to put black Shelby stripes on a Saph Cossie. It wasn’t.

On the other hand, people loved the 20in Cades Bern alloys I fitted to my ST220 estate.

Sat low on coilovers and with big 20in rims, it got positive comments everywhere it went.

My wife used to hate people saying ‘nice wheels’ every time we went out, though!”

JAMIE, EDITOR “The one aspect of the Ford scene that’s always frustrated me is the lack of imagination when it comes to wheels! Yes, the typical choices can be cool, but there’s so much more out there. I’m thinking back to when I put a set of Irmler spilt-rims on my Saph; the resulting polarisation of opinion was comical!”

ADE, PHOTOGRAPHER “Easy one – adding an H-pipe to the Mustang, which already had a very loud Steeda axleback exhaust in place. The wife didn’t like the way the noise made the house shudder at 5.30am in the mornings!”

JASON, PHOTOGRAPHER “I’m not one for cosmetic modifications, but I did paint my first Mk1 Escort matt black - in the early Nineties, long before it was cool. Or maybe my Crystal Blue Sapphire Cosworth, which was regularly in Revs Magazine - people tell me even now it’s what made them want a Cossie. I still own both those cars, of course.”

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“ In the early 2000s I had a Mk3 XR3i which was satin black with blacked-out lights, black-and-silver plates, RS1600i wheels and spoilers, and a Peco Big Bore 2. A talking point back then… but today? The owners’ clubs wouldn’t like it! ”

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ISSUE 438 SPE TEMBER 2021

CONTENTS REGULARS

40

18

17 NEWS What's new in the Ford world?

20 NEW PRODUCTS The latest goodies for your Ford.

23 SHOW DATES Looking ahead to what shows and events are coming up?

34

54 PULL-OUT POSTER Pull-out poster image for your wall.

56 PRINT MY FORD

10

Your Blue Ovals in full print glory.

63 PROJECT CARS

96

See what’s been going on with the Fast Ford project cars.

78 MOTORSPORT FORDS Updates on how the racing Blue Ovals are getting on.

TECH

FEATURES

86 10 MIN TECH

10 ESCORT RS TURBO

Liqui-Moly tell us more about what goes in to engine oils.

Sorted Series Two has been at the forefront of RST tuning for years.

88 BUYING GUIDE: MK1 FOCUS RS

102 SUBSCRIBE! Fantastic deals on the mag.

24 MUSTANG MACH-1

Our advice and tips on buying the first RS-badged Focus.

105 FORGOTTEN FORDS

We drive the latest special edition S550 Mustang – the Mach-1.

28 MUSTANG GT

28

Weird concepts and cancelled projects from the archives.

Beautiful V8 monster is perfectly poised for some track abuse too.

106 NEXT ISSUE

34 RS COMBE 2021

What's coming up in Fast Ford...

Our first full show report in ages!

All the action from the RS show.

20 40 ESCORT COSWORTH Purists will hate it, but anyone who enjoys modifiying will love it!

48

48 ULTIMATE FIESTA ST We’ve followed the build, now it’s time for the full feature.

70 McRAE WRC FOCUSES An epic collection of four ex-WRC machines driven by the legend.

96 DREAM GARAGE

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FAST FORD SEPTEMBER 2021

One man’s awesome collection of fine fast Fords.

S E R I E S T WO R S T U R B O

LITTLE RED BOOSTER RS Turbos were hot hatch kings of the 1990s – so by continuing to modify his Series Two, David Platt created a masterpiece through the ages Words DANIEL BEVIS / Photos DANIEL PULLEN

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FAST FORD SEPTEMBER 2021

he most interesting characters in world history are those who go out of their way to do what they’re not supposed to.

Likewise, it’s these maverick thinkers who colourfully shake up the car scene with their bizarre concepts.

We love a weird project, and we’ve seen it all: from Viper-engined Sierras to VTEC-powered Fiestas. When you fuse this penchant for the jarring with the broadreaching world of RS Turbo modifying, again it’s possible to track down examples of pretty

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much any outlandish notion you can think of.

After all, back in the good old days of cruising, when mobile phones required their own backpack and reality TV was in the hands of Noel Edmonds and Jeremy Beadle, the Series Two Escort RS Turbo was king. The undisputed daddy of the modding scene. Every up-and-coming 17-year-old in their mum’s Escort 1.3L was sticking a Power Engineering logo on the back window in the hope of emulating their heroes.

And for the cool kids who actually had an RST, it was all about Ahmed Bayjoo chips,

Spax suspension, 4in pipes with outwardrolled tails, and a set of TSW Venoms.

Striding through these mists of nostalgia we find David Platt – owner of this red RS Turbo superstar, and a man who was there right from the start. Indeed, he bought this car back in 1995, and he’s been modifying it ever since, carving his own path and belligerently doing things his way, regardless of how on-trend his decisions may or may not have seemed. This is a guy who lived the life, and is still very much living it.

David explains, “Our father owned a

SEPTEMBER 2021 FAST FORD

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S E R I E S T WO R S T U R B O

TECH SPEC

SERIES TWO RS TURBO ENGINE 1596cc CVH, ported and polished cylinder head, 1mm oversize inlet and exhaust valves, Piper T285 cam, Piper uprated valve springs, bronze valve guides, Series One RS Turbo inlet manifold, four Bosch 803 injectors (dark greens), Fiesta RS Turbo fuel rail and fuel regulator, Cosworth idle speed control valve in Lancia Delta Integrale remote housing, Garrett T3 turbo with 0.48A/R exhaust housing, Sapphire Cosworth 2WD engine loom reworked to suit Escort layout, Weber/Marelli Ahmed Bayjoo Level 6 ECU with Pectel piggyback board for active spark and electronic boost control, modified distributor, custom camshaft and crankshaft sensors, Group A coil, Airtec RS500-style intercooler, Airtec alloy radiator, twin cooling fans, Hayward & Scott exhaust system with large internal silencer and downswept tailpipe, silicone boost and water hoses, relocated MAP sensor, Ford Ka fuel filter on custom bracket (mounted on gearbox with high-pressure Ford fuel hoses on Snaplock fittings), Pipercross Group A air filter, rerouted and hidden wiring loom through inner wings and front panel, carbon fibre trim and details throughout POWER 220bhp (owner’s estimate) TRANSMISSION Rebuilt RS Turbo gearbox with painted casing, skimmed flywheel, AP Racing four-paddle clutch with standard cover, shortshift gear linkage SUSPENSION Spax Sport suspension with Apex rear springs, fully poly-bushed BRAKES Front: Mk1 Focus RS Brembo fourpot callipers with Reyland/AP 326mm discs and custom brackets; rear: Mk1 Focus 2.0 (petrol-model) callipers and discs; braided lines throughout WHEELS & TYRES 8x17in ET35 Compomotive TH wheels sprayed in custom brown; fronts drilled for Carbon Delight turbofans, 215/40x17 Federal RSR tyres EXTERIOR 1987 Series Two Escort RS Turbo, ‘90-spec front bumper (modified with lower section of Sapphire Cosworth bumper grafted in to accept modified RS500 lower splitter, air intakes modified and enlarged, Alfa Romeo front number plate plinth), tinted headlights, custom headlamp air intake scoop, smoked front indicators with USA-spec running lights, smoked repeaters and tail lights, carbon bonnet pin holders and Sapphire Cosworth 4x4 bonnet vents, VW Polo wiper arms grafted into Escort arms (to allow fitment of OEM floppy wipers), cut-down OEM wing mirrors, Audi 80 door handles, de-locked doors, carbon roof skin, carbon A-pillars, carbon scuttle panel, BMW E36 convertible third brake light, RS1700T-style boot lid and blade with BMW E30 M3 Evo spoiler lip in carbon, BMW E46 Sport rear diffuser modified and grafted into rear bumper, VW Polo number plate lights, carbon heckblende, BMW Z4 boot hinges converted to bonnet hinges, chassis rails and front panel smoothed INTERIOR Flocked interior, modified dashboard housing sat-nav, air charge temp and boost gauge, custom dash surround with oil temp/ pressure and water temperature gauges, Granada Scorpio self-dimming rear-view mirror, Mk4 Fiesta window switches set in modified Escort interior handles, Sparco steering wheel, Corbeau bucket seat trimmed in new-old-stock Ford Zolder cloth and new-old-stock Ford light grey cloth, Luke four-point driver’s-side harness, custom illuminated BMW E34 gearknob and gaiter, Ford Focus ST2 black sunvisors, custom black cloth headlining, carbon Magic Tree

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FAST FORD SEPTEMBER 2021

Classic RS Turbo mixes with bits of BMW and contemporary carbon

BMW franchise from the 1970s to 1990s, so we’ve always been around cars; he started me and my brother Stuart off in the body shop, so we got to learn all the skills.

“That early experience has done us well.

Our first cars were a pair of Beetles that we did up in the school summer holidays in 1988, turning them into twin Cal-lookers.”

It’s these fledgling Germanic influences that we see sprinkled like Easter eggs throughout the RS Turbo’s spec list today: a little VW style here, a few BMW parts there, all ideas that would no doubt irritate one or two of the purists among us, but he didn’t build it to please them.

So why an RS Turbo in the first place, coming from a background of Dubs and Beemers? Well, quite simply, it all comes back to the point we were previously discussing: the fact that back in the Nineties, the turbocharged Dagenham pocket-rocket really did rule the streets.

David says, “We used to see loads of RS Turbos about, and we always loved the sound and how well they went. So my Beetle was sold in 1995, and that’s when I bought this car.

I looked at a few, and I really wanted a white one because of a cool one I’d seen driving around – which is how I ended up with, er, red.

“It was the right car, though, the best I could find – virtually standard with just a set of wheels on it. I paid three grand for it.”

It’s worth reminding ourselves that this car was only seven years old when David bought it, so it’s the equivalent of buying, say, a Mk3 Focus RS today. Not a classic, not even a modern-classic, just a cool contemporary hot hatch.

But that’s not to say it was all smoothsailing. Seven-year-old cars in the Nineties could be a bit flakier than the average sevenyear-old car nowadays.

David recalls, “Not long after I bought it, the engine started smoking. So it went off to Grove Garage to have one of their 1900 CVH engines fitted.”

Now, to the Blue Oval modders from back in the day, Grove Garage will be immediately familiar as the second-home of one of the most important and influential figures in the Ford scene (when he wasn’t doing clever official stuff at Ford Motorsport HQ): a fella by the name of Ahmed Bayjoo. There was a time when your modded Ford simply wasn’t a proper modded Ford without an Ahmed Bayjoo chip; indeed, it was pretty common for RS Turbos and Cossies to be advertised

in Auto Trader as having Bayjoo chips despite running nothing of the kind – such was this man’s prowess. When Ahmed passed away in 2016, he left a gaping hole in the Ford scene.

Anyway, back in 1996 he was mapping David’s CVH and doing a damn fine job of it. At the same time, the Escort’s rear chassis rails needed some attention, so the complete underbody from the bulkhead back was stripped and restored, with all of the suspension components powder-coated.

Perhaps David didn’t know at the time that he’d end up keeping the RST for this long, but he’s glad he shelled out big bucks in the right places rather than taking any short-cuts.

“The rear end was all done in about 2002, and a few years after that everything from the bulkhead forward was stripped and powdercoated to match the rear. The engine bay

“I arranged for Jez to give my car a full repaint, which happened in 2017. All the way through, I’ve tried to do the car in an OEM-plus style, with a lot of mods you wouldn’t even notice at first” Twin Ford fans – much like David and his brother

Smoothed, detailed and deliciously carbon-clad

Custom flocked dash has sat-nav centrepiece

Shows it’s still a driver’s car

At last, the bar has reopened

SEPTEMBER 2021 FAST FORD

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S E R I E S T WO R S T U R B O

DRIVER SPEC

DAVID PLATT AGE 49 JOB Logistics INSTAGRAM @stuart6565 (“That’s my twin brother”) BEST MODIFICATION “It’s hard to choose one. I’ll say the boot lid” FAVOURITE FORD SHOW OR EVENT? Players Classic David prefers to keep his Escort high-profile

TRACK DAY OR SHOW & SHINE? “We have cars for both” LESSONS LEARNT FROM THIS PROJECT? “None at all” WHAT’S NEXT “I have a wheel swap planned, but will keep the THs. There are other cars to restore, including another Mk4 Escort as a track car”

RS1700T-type wing with Evo tip

Turbofans

by Carbon Delight

Tough THs by Compomotive

NO TRAILER QUEEN The finish and presentation of this RS Turbo is utterly flawless throughout, with incredible attention to detail. You’ve no doubt seen it at various shows over the years. But don’t go thinking it’s a show pony or garage queen – David built this to drive and enjoy, and that’s exactly what he does. He assures us, “The car gets driven to all the shows. We take it over to the European Ford Event in Holland, and it gets a trip to the Nürburgring every year. I love the attention it gets, and never get tired of doing little bits on it. And what really makes it special is the people I’ve met through the scene.”

See, cars are for driving – get out there and enjoy them; it’s good for the soul.

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FAST FORD SEPTEMBER 2021

was also smoothed and redone; at this time I was doing all the paintwork on the car myself.

The front end was done in about 2005, and shortly after that I met up with Phil Baldry at Carbon Delight, and that’s when the carbon fibre obsession started,” David says.

It’s fair to say obsession is something of an understatement, with the Escort dripping in custom pieces in racy black weave: there’s a full carbon roof skin, rear heckblende (panel between the rear lights), A-pillars, scuttle, turbofans for the front wheels, and all sorts of other bits. Just check out the custom RS1700Tstyle rear spoiler, with its carbon E30 M3 Evo lip. So many custom touches, and each move helping the Escort to carve its own niche.

The aesthetics of the car are well worth poring over, as it’s the sort of build that keeps on giving; a riot of detail that offers up something new every time you look.

But it’s not just about being a showstopper; this RST was built for fast-road thrills, and the specs really underline that. The chassis is a pleasing mix of old-school and new-wave, boasting Mk1 Focus RS Brembo brakes alongside classic Spax suspension.

And what’s going on under the bonnet is truly remarkable. It’s still a CVH, now back to the original 1596cc displacement, and it’s rocking a Garrett T3 turbo and Airtec RS500style intercooler, along with a trusty Piper T285 cam, uprated valvetrain, dark green injectors, and all sorts of other treats – plus, of course, that all-important Ahmed Bayjoo magic. It adds up to 220bhp – a thoroughly respectable figure for a CVH, although it’s not all about the peak power: this thing boosts hard and fast, exploiting the torque and the light weight to serve up some blistering

THANKS “Thanks to my twin brother Stuart, Jez at Carrera, Dave Jordan, Gary Chamberlain, Mark at Grove Garage and the late, great Ahmed Bayjoo”

performance. It’s retro boost, just as a Series Two should be.

“A lot of the mods were done over a decade ago,” says David, their longevity indicating how properly this has all been carried out.

“The custom boot lid was one of the last major bits to be done, around five years ago. And it was in 2017 when a turning point came, with Jez at Carrera Bodyworks asking if I’d display my Escort with his own car on his stand at Ford Fair.”

For regular Fast Ford readers, Jez will need no introduction – we recently featured his Mk4 Escort, which he’s owned basically forever and done everything to, and of course he also recently built Carl Taylor’s bright pink RS Turbo. Jez is a guy who knows everything about paint and bodywork, and just as much about Mk4 Escorts.

David says, “I arranged for Jez to give my car a full repaint, which happened in the winter of 2017. All the way through, I’ve tried to do the car in an OEM-plus style, with a lot of mods you wouldn’t even notice at first.”

The spec list will be a handy spotter’s guide – how many of you clocked the Granada Scorpio rear-view mirror, or the custom cutdown OEM door mirrors; the BMW E46 rear diffuser or the Mk4 Fiesta window switches?

There’s custom work everywhere you look, and it’s addictive to keep looking.

This is what really sets David’s RS Turbo apart from the rest, deliberately going out of his way to do things he’s not supposed to do.

This, right here, is how you build an RS Turbo. And after a quarter-century and more, always shape-shifting and innovating, this spectacular little Ford still has plenty more tricks up its sleeve.

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NEWS See what’s going down in the world of fast Fords...

Electric Ford GT – sacrilege or saviour?

ELECTRIC GT40 he news is full of stuff about electric cars lately, and the world of fast Fords is no different. But what happens when our need for clean, renewable energy meets our thirst for old-school performance and style?

Well, that’s where companies like Everrati join the party. Everrati are a technology company specialising in future-proofing automotive icons through the integration of electric powertrains, and they have teamed up with Superformance (the people behind

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the GT40 cars used in films like Le Mans ’66) to create an electrified version of the legendary GT40.

The Everrati and Superformance partnership will allow enthusiasts to drive an electric-powered GT40. A prototype chassis has been built and is being comprehensively adapted from ICE power to advanced electric propulsion at Everrati’s UK development centre in Upper Heyford, a former US air base in the English Cotswolds.

Is this sacrilege, or the saviour of a fast Ford icon for the future?

The 2020 WRC cars will be based on the new Puma

PUMA WRC UNVEILED -Sport recently unveiled its new WRC contender at the Goodwood Festival of Speed.

After securing three World Rally Championship titles since its introduction in 2017, the Fiesta WRC will be replaced by the all-new Puma Rally1 for the 2022 campaign as top-flight rallying adapts to incorporate the latest hybrid and

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electrification technologies. Reflecting Ford’s bold move to ensure all of its model range is zero-emissions capable (either electric or plug-in hybrid) by 2026, with the switch to fully electric in 2030, the Puma Rally1 better reflects Ford’s customer range, combining a championship-winning, turbocharged 1.6-litre EcoBoost petrol engine with a sophisticated 100kW electric motor and 3.9 kWh battery.

It’s all in the aim of proving that electric and hybrid Fords will still be fun to drive.

Mark Rushbrook, global director of Ford Performance, said, “Ford is 100 per cent committed to an electrified future, and the white heat of competition has been responsible for many of the innovations that appear in our road cars today. The M-Sport Ford Puma Rally1 will put hybrid power to the ultimate test, and prove that the technology is capable of delivering thrilling performance.”

SEPTEMBER 2021 FAST FORD

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John O’Groats to Lands End on a 45-minute charge...

The big-power GT model is ready to order now

RECORD BREAKER he Mustang Mach-E is a Guinness World Record holder after demonstrating its ultra-efficiency between John O’Groats and Land’s End. Independently verified data showed that the Mach-E travelled over 6.5 miles per kilowatt hour (kWh) of electrical energy; with an 88kWh battery, that means well over 500 miles of range. The recordbreaking performance on Britain’s most lengthy journey necessitated stopping for under 45 minutes of charging; leaving John O’Groats on full charge, the 840 miles to Land’s End required only two main charging stops at Wigan, and Cullompton in Devon.

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MACH-E GT ORDERS OPEN he first Mach-E models are landing with customers, and Ford have proved how economical this technology can be with a record-breaking run from the top to the bottom of the UK, but this is the one us Fast Ford readers are most interested in, the GT. The GT version features a specially-tuned powertrain alongside MagneRide suspension, bespoke tyres and braking, plus new

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FAST FEUD If you’ve been on our Facebook page recently (www.facebook.com/FastFordmag) you will have seen the Fast Feud series of polls we’re running, sponsored by our friends at Power Maxed. The Round of 16 is now complete, and here are the results from the latest rounds: Round of 16: Poll 7:

S1 RST VS MK3 FOCUS RS Winner: S1 RS Turbo (64%) Round of 16: Poll 8

COSWORTH RS500 VS ESCORT COSWORTH Winner: Escort Cosworth (56%) 18

FAST FORD SEPTEMBER 2021

Untamed Plus mode. That equates to 480bhp and a mammoth 634lb.ft of torque; enough to propel the big SUV from 0-62mph in just 3.7 seconds! The GT also boasts a premium specification that includes exclusive body styling, Cyber Orange and Grabber Blue paint options, 20in alloy wheels, red brake callipers, and Ford Performance seats. Order books are now open, with prices starting at £67,225, and deliveries expected to begin later this year.

MS-RT are developing a £4m facility at Dagenham

MS-RT AT DAGENHAM S-RT is set to establish a new £4 million vehicle conversion facility at Ford Dagenham.

Ford and MS-RT already enjoy a close collaborative relationship, and with this new investment it provides the opportunity for MS-RT to expand its business while enabling easier access to Ford technical expertise in Dagenham and at the close-by Ford Britain Dunton Campus. The

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collaboration will accelerate the development of current and future MS-RT vehicles for both UK and international markets.

The new facility is intended to provide work for more than 50 new employees when it comes online in 2022, rising to over 120 new jobs when fully operational. MS-RT confirmed that its existing facility in Pontypool, South Wales will continue to operate with no loss of jobs.

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£789.85

£169

GAZ now offers a GHA coilover kit to bring ride height and damper adjustability to the popular Mk6 Fiesta ST150. GAZ damper units allow damping adjustment while on the vehicle by means of easily accessible adjuster knobs/top adjusters. The GHA kits feature shortened body and stroke lengths to allow a -25mm to -55mm ride height variation, with a coarse Acme thread form for easy adjustment.

Each unit is zinc-plated to minimise corrosion and to ensure that the height adjusters will go on working for many years to come. All units are individually tested before leaving the factory and are covered by a two-year warranty. www.gazshocks.com

Mountune’s Billet Short-Shift Arm for the Mk4 Focus ST replaces the OE shift arm located on the gearbox and provides shorter, crisper gear changes for an enhanced driving experience.

Mountune says that, after considerable evaluation, its engineering team determined the optimum shifter throw reduction on the Mk4 ST to be 20 per cent, which allows for quicker and more precise gearchanges, but thanks to the engineered billet steel counterweights, doesn’t sacrifice any shift engagement or feel. www.mountunestore.com

FORD STUFF The latest gear on the Blue Oval scene

WEBCON

DCOE MANIFOLD FOR ZETEC ENGINES

DEI

STAINLESSSTEEL HEAT SHIELD PADS

£334.64 The Zetec has been the staple diet of engine tuners for over 20 years, and one of the easiest ways to liberate more power from Ford’s twin-cam is to fit a pair of Weber DCOE carburettors, or DCOE-flanged throttle bodies. The key component in that conversion is the intake manifold, and Webcon can provide a new, quality, UK-manufactured, 60mm deep intake manifold that allows fitment of Weber DCOE carburettors as well as DCOE-flange EFi throttle bodies.

The manifold is also available as part of a complete conversion kit, including a pair of Weber 45 DCOE carburettors and linkage, priced at £1505.70.

For further details contact Webcon. www.webcon.co.uk

From £57.96 (plus taxes and shipping)

BC R ACING

MK5 MONDEO ESTATE COILOVERS £899 BC Racing has just announced the arrival of BR Series coilovers for the Mk5 Mondeo Estate.

The BR Series is the coilover kit BC Racing recommends for the best balance of performance and comfort, and the firm says is designed to have the best overall compromise of spring rate, ride height range, top mount design and damping rate to suit the majority of owners.

The BR coilovers are more than capable of dealing with fast road and track work, but also retain a high degree of ride civility, so the car can still be used for everyday duties and long journeys without the ride becoming tiring.

For more details head to the website. www.bc-racing.co.uk

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FAST FORD SEPTEMBER 2021

With performance-tuning a fast Ford comes extra, unwanted heat. And managing this heat is 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 stainless-steel with a high temperature insulation layer. The welded seams seal the insulation between the stainless-steel outers, making for a durable, long-lasting shield. Grommet holes are provided at the corners for easy mounting, and DEI says they can withstand a direct heat of 2000F (approx 1090C). 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 in two sizes: 10x20cm (£57.96) and 30x30cm (£92.61) – costs are subject to import taxes and shipping costs from USA, or you can check out UK-based DEI dealers for prices. www.designengineering.com

WH AT ' S N E W

PA I N T M O DZ

MK3 FOCUS RS AIRBOX COVER From £34.95 (unpainted) Paintmodz is well known for engine dress-up goodies, and the firm has done it again with this new airbox cover for the Mk3 Focus RS. Available in a range of gloss plastic and body colours (including Nitrous Blue), the airbox can be tailored to suit your engine bay or any colour schemes you may have. As with Paintmodz’s other dress-up items, this airbox cover simply slots over the top of the existing airbox with no cutting or drilling required. It’s available with or without a clear plastic plate designed to stop water ingress into the air filter – a feature Paintmodz says is particularly useful for customers running bonnet vents. For more details, speak to Paintmodz. paintmodz.co.uk

TURBOZENTRUM

FOCUS ST250 STAGE 3 TURBO £1612.97 (outright) £1071.31 (exchange) New for the Mk3 Focus ST(250), TurboZentrum is offering a hybrid turbo upgrade that will support up to 380bhp.

Using the latest advanced racing technology, the Stage 3 upgrade retains the same outer dimensions as the original turbo, making it a direct bolt-on replacement, offering potential for significant power increases while still having a great driving dynamic.

TurboZentrum uses a bigger compressor wheel with extended tip technology, while the compressor housing is CNC-milled accordingly. On the Stage 3 upgrade, TurboZentrum also enlarges the exhaust side of the turbo too; again, the housing is CNC-machined to match.

By enlarging both wheels and housings, the Stage 3 upgrade can support up to 380bhp.

For more details head to the TurboZentrum website. www.turbozentrum.co.uk

MOUNTUNE

MK8 FIESTA ST ROLL RESTRICTOR £139 WEBCON

ANODISED ALUMINIUM FUEL REGULATOR From £100.21 Webcon has announced the introduction of a range of anodised aluminium-finish EFi regulators to complement the blue and red versions already available.

The regulators are technically the same as the existing versions but are more subtlelooking, and perhaps a little more OEM-plus in appearance than the blue or red anodised items – perfect for the resto-modded fast Ford, or those who are going for a more factory-type look in the engine bay.

The regulators are supplied complete with a mounting bracket and 8mm push-on unions.

Prices start at £100.21, increasing to £139.14, and are offered in various pressure rates from 2.5-bar through to 4.5-bar, or a 0-5.0bar adjustable unit.

The regulators are available directly from Webcon and from appointed Webcon dealers around the world.

For further details, contact Webcon or visit the website. www.webcon.co.uk

The Mountune roll restrictor for the Mk8 Fiesta ST reduces the amount of engine movement during hard acceleration and gearchanges, while maintaining an acceptable level of NVH (noise, vibration and harshness) for everyday use.

Machined from T-6061 billet aluminium, the Mountune roll restrictor features unique mixedshore-hardness polyurethane bushes to counteract unwanted NVH as much as possible, while still providing the required restriction in engine movement to enhance performance. Full details are available on the website. www.mountunestore.com

A U T O G LY M

REFLOW £30 Bird poo on our 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 causes damage, but repeated thermal cycles. 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 clearcoat to reverse the damage. Once the area has been thoroughly cleaned, an exothermic reaction is started, which 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 clearcoat resets itself, effectively healing the affected area within just 30 minutes. For more details, head to the website. www.autoglym.com SEPTEMBER 2021 FAST FORD

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FOLLOW US on our Socials

SHOW REPORT See all the action from the recent RS Combe event over on page 34 of this issue

SHOW DATES The Ford show scene is the best in the business – check out some of these cracking events coming up soon…

AUGUST

AUGUST 8TH

SEPTEMBER

SEPTEMBER 12TH

FORD FAIR

FORD LIVE

Silverstone, Northamptonshire www.fastcar.co.uk/ford-fair

Knockhill, Fife www.knockhill.com/events

AUGUST 28TH

SEPTEMBER 19TH

COSWORTH DRIVERS CLUB DAY AT BROOKLANDS

FORD POWER LIVE – BRANDS HATCH

Brooklands Museum, Surrey www.brooklandsmuseum.com

Brands Hatch, Kent www.fordpowerlive.co.uk

AUGUST 29TH

RSOC NATIONAL DAY Donington Park, Derbyshire www.rsownersclub.co.uk

OCTOBER

OCTOBER 3RD

TRAX SILVERSTONE Silverstone, Northamptonshire www.fastcar.co.uk/trax-silverstone

AUGUST 29TH

THE FORD SHOW Santa Pod, Northamptonshire https://fordshow.co.uk

*These dates are subject to change. Please check with the relevant club/venue prior to purchasing tickets.

BOOK TRAX TICKETS TODAY – head to www.fastcar.co.uk/trax-silverstone to book your club and entry tickets now!

SEPTEMBER 2021 FAST FORD

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DRIVEN

MUSTANG MACH 1

After selling his S550, Jason’s back behind the wheel of a Mustang.

But how does the new Mach 1 compare to his old track-tuned GT? Words and photos JASON DODD

ow, here’s an interesting one: a Ford Mustang that’s been focused for track use, with 450bhp-plus under the bonnet, and with uniquely calibrated suspension that has been designed to fuse fast-road fun with track-day thrills. It sounds very similar to my recently departed Mustang GT: similar power, modified for the track with suspension and handling upgrades, plus lightweight wheels.

So, as you can imagine, I was looking forward to driving the Mach 1 that Haynes of Maidstone has unveiled as a demonstrator.

This example is set off in the Mach 1’s signature Fighter Jet Gray, and although this colour is technically a no-cost option (the

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only no-cost colour apart from Race Red – all other shades range in price from £250 for Oxford White to £850 for Twister Orange and Grabber Yellow), it automatically includes the Mach 1 Appearance Pack, costing an extra £1400. This kit adds satin black bonnet and side stripes with reflective orange accents, orange brake callipers and orange accents on the seats. It’s certainly distinctive.

In addition, the Mach 1 serves up a unique front splitter, belly pan and rear diffuser.

Together these are said to create as much as 25 per cent more downforce than the regular GT. There is a slight drawback to this more aggressive body styling, though, as rear parking sensors and adaptive cruise control is

QUICK SPEC 5.0-litre V8 developing 454bhp, six-speed Tremec manual transmission, MagneRide adaptive suspension system with unique Mach 1 calibration, Brembo six-piston front brake callipers, 19in unique Mach 1 Magnetic fivespoke alloys, unique front splitter, belly pan and rear diffuser (creating up to 25 per cent more downforce), unique Mach 1 front grille with low gloss Magnetic pony badge, unique Mach 1 stripe pack, Mach 1 fender and rear bootlid badge, Magnetic boot spoiler, Magnetic mirror caps, unique bumper and rear diffuser, white cue-ball gearknob, .

PRICES From £55,255 (this car with options: £59,455)

We knew it wouldn’t be long before Jason was behind the wheel of a Mustang again

not an option on the Mach 1.

Perhaps as a nod to the track enthusiast, the optional 19in Magnetic five-spoke alloys are nice and easy to keep clean. Nobody wants to remove caked-on brake dust from multi-spoke wheels.

The demonstrator has optional Recaro seats (£1900), which are a must-have if ordering a Mach 1; they are super-comfy on the road, supportive when on track, and set the cabin off very nicely.

The interior houses a Bang and Olufsen speaker setup with a large subwoofer in the boot. It sounds great, but if I’m honest, I preferred to flick through the variable exhaust modes to listen to the V8 soundtrack instead.

The naturally aspirated 5.0-litre is based on the same Coyote motor in the latest S550 models, but in the Mach 1 the engine produces a little bit more: 460PS (454bhp) and 533Nm of torque (393lb.ft). The Mach 1 starting price is £55,255, and that’s a big jump from the previous top-of-the-range Bullitt, which is no longer available.

But the Mach 1 does come with Ford’s clever MagneRide adaptive suspension system, which was a costly option on the Bullitt (at £1600), and now features a unique Mach 1 calibration that’s better suited to fast road and track use: it’s a comfy GT cruiser one minute, and then in track mode it firms things up nicely for better control and response on a circuit.

“In the Mach 1 the engine produces a little bit more: 460PS (454bhp) and 533Nm of torque (393lb.ft)”

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This car also has the more driver-involving six-speed manual gearbox. The latest Mustang is also available with a ten-speed auto, and for GT cruisers that’s probably the best option – it’s a tad quicker to 60mph than the manual too.

Together with the wheels, Recaros, Fighter Jet Gray and Appearance Pack, this particular car would cost you £59,455.

So, what does a £60k Mustang feel like to drive in the UK? Well, for starters, the six-speed Tremec is perfect for such a large and heavy car; it makes you feel like you are in a much smaller, lighter sports car, and one that doesn’t just want to go fast in a straight line but wants to tackle some twisty B-roads too. The close ratios mean you can rifle through the gears quickly and precisely, and this car was built for doing just that. Plus, the £2000 saving will buy you a few tanks of fuel to burn and another set of tyres to destroy on track, and that’s what this car is all about.

The handling is great. There’s minimal body roll, and the front end goes where you point it. It’s all very nice from the cabin too; the soft-feel leather steering wheel is just right, and the pedals are well-placed, with a very solid brake feel as you’d expect from the Brembos.

In addition, all the instruments are digital and are fully customisable to suit your taste; you even have a Mustang button that takes you to your preferred driving style settings.

I must admit, I was expecting it to be firmer and not as comfy as the regular GT 26

FAST FORD SEPTEMBER 2021

Five-spoke alloys look good and are easy to clean after a hard day on track

Digital dash is customisable

The V8 is a little muted, but an aftermarket exhaust will soon sort that out

on typical British roads – that was a sacrifice I made with my old GT in the search for better on-track performance – but it was surprisingly compliant when in normal mode.

I was expecting it to feel a little racier, even more track-focused, and squatter to the ground. Plus, the glorious V8 soundtrack seems a little muted, even in track mode.

These issues are, of course, largely down to personal preference and are certainly nothing a few well-placed upgrades from the wealth of Mustang tuners won’t fix. But don’t expect it to be a Mustang that doesn’t get modified; enthusiasts will want to put their own stamp on the car and tailor the driving experience to suit their styles and preferences.

In that sense, it’s still very much a true Blue Oval. It’s the perfect base for owners to take

to the next level.

‘But it costs £60k!’ I hear you cry, ‘it shouldn’t need modifying!’ Perhaps not, but if you look at its closest rivals – cars like the BMW M4, for example – the Mach 1 is still £20k less.

And for that you could whack a supercharger on top of the V8 and build a proper M-killer.

Plus, let’s face it, the V8 engine and Mustang design is always going to turn more heads.

NEXT TIME HP500 FOCUS RS Jamie heads to Hendy Performance to sample the 530bhp Mk3 Focus RS demonstrator

PERFORMANCE TUNING

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M U S TA N G

IN THE BLOOD Born into a car-mad family, Sana Siddiqui was always destined to drive a badass muscle car. She didn’t disappoint...

Words BEN BIRCH / Photos JASON DODD

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FAST FORD SEPTEMBER 2021

hen your mum is an avid motorsport spectator and your older brother has you spannering on Corvettes from the age of six, chances are you might develop a passion for fast cars.

Sana Siddiqui’s childhood was full of magical moments with her family, revolving around either watching race cars from the grandstands or fixing them on the driveway. Now that she’s a grown woman and successful entrepreneur, those early influences and her passion for speed are

W

obvious to anyone who takes five minutes to talk with her. Sana currently has no less than five cars in her garage, and out of them all she describes this stunning Lightning Blue Mustang GT as her baby – but is quick to add, “I can’t say that I have a favourite, or the others will start playing up.”

With comments like that, you can tell Sana has been around cars and understands their idiosyncrasies and personalities intimately.

Her older brother was heavily into Americana, so by helping him fix various Corvettes and Dodge Vipers – even if it was just holding his

torch – she learned about the right, and also the wrong, ways of doing things.

She laughs, “He made quite a few mistakes, but I really enjoyed being around him and learning about the cars.”

Her petrolhead status was further cemented at a young age when her brother picked her up from school one day in his Viper. Sana recalls, “The next day, all the school kids were calling me Viper, and the nickname has stuck ever since, hence the number plate on the Mustang.”

Despite this affiliation with American

muscle, when Sana was old enough to drive, she chose a German motor as her first car.

But this wasn’t any old German – it was an E46 BMW M3.

Sana says, “It was the biggest mistake of my life. It lasted two weeks before I wrapped it around a lamppost.”

Thankfully, only her pride and the car were damaged, and a sensible VW Polo was pressed into service for a few years while she improved behind the wheel. Another E46 lives in her garage these days, albeit a 320Ci, which has been developed over the years into a

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M U S TA N G

TECH SPEC

MUSTANG ENGINE 4951cc Coyote V8, Steeda Pro Flow induction kit, Cobra exhaust system, Venom X-pipe, Motech Performance Stage 2 remap, Mishimoto silicone radiator hoses and auxiliary coolant hoses, APR Performance carbon fibre engine cover POWER 472bhp TRANSMISSION Factory ten-speed automatic SUSPENSION BC Racing BR Series coilovers, Steeda front and rear anti-roll bars, Steeda front strut brace

Colourmatched custom wheel

BRAKES Front: Brembo six-piston callipers with 380mm discs; rear: 330mm discs with floating callipers WHEELS & TYRES 10.5x20in ET38 Ferrada FR2 wheels with 285/35R20 Michelin Pilot Sport 4 tyres EXTERIOR Mustang GT in Lightning Blue, GT350-style rear diffuser, swap between an APR Performance GTC200 adjustable carbon fibre wing and an original boot lid with GT350 rear spoiler, headlight tints with RGB LED lights, rear side-window louvres, Maxton Design front splitter, smoked rear tail lights with sequential turning lights, LED rear light reflectors INTERIOR GT-spec, Shaker audio and Sync 3, Carbon Cartel custom steering wheel, carbon interior trims, Rolls-Royce-style roof star lights

by Kadz Kustoms

‘Stang was an automatic choice

“Even now, I have to respect the power, so I can’t imagine it with the supercharger and over 200bhp more”

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FAST FORD SEPTEMBER 2021

Venting some gas

Shelby or Viper stripes? You decide...

Brembos behind bronze 20in Ferradas

track car, at the same time helping her to craft her driving to the point where she craved more power. Enter the Mustang.

She explains, “The Mustang was an obvious choice; rear-wheel drive and a V8 engine really appealed to me. So much so, that in the last three years I’ve had four of them.”

The first was an imported left-hand-drive model, which Sana found a bit unwieldy. “It’s a big car, the steering wheel was on the wrong side, and I just couldn’t gel with it,” she says.

The second was red – which wasn’t her favourite colour – and the third had tons of

issues, including some very dodgy electrics.

But none of these Mustang experiences put her off, because two years ago she bought this 2018 pre-facelift GT, complete with optional stripes, and fell in love straight away.

Sana remembers, “It was a completely standard car, but even then I just clicked with it. Maybe it was the colour. Either way, the plan was always to modify it and make it more track-focused.”

Sensibly, the focus of the build has been to improve grip and overall handling.

“Mustangs are known to be a bit wayward

in that department, and it’s actually true,” Sana continues. “This still keeps me on my toes, but since adding a few key parts to the chassis it has been transformed.”

She rates the BC Racing coilovers as the best modification on the whole car; lowering the centre of gravity has made it more stable, and the improved damping has reduced hop around corners.

She adds, “Uprating the anti-roll bars made a huge difference too. It’s a big, heavy car but by reducing body roll it somehow feels smaller and more agile.”

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M U S TA N G

DRIVER SPEC

SANA SIDDIQUI AGE 36 JOB Entrepreneur FIRST FORD 2015 LHD Mustang 5.0 convertible 3 FORDS IN YOUR DREAM GARAGE? 1967 Shelby Mustang, 1966 Mk2 GT40, Escort RS Cosworth FAVOURITE THING ABOUT YOUR FORD? “She keeps me on my toes”

Functional rear wing

FAVOURITE FORD SHOW OR EVENT? Classic Ford Show TRACK DAY OR SHOW & SHINE? Track day SIERRA RS500 OR FOCUS RS500? Sierra RS500 WRC OR BTCC? WRC LESSONS LEARNT FROM THIS PROJECT? “Handling is key. A good set up of suspension with parts for downforce can help keep the car more grounded”

Easy louvres

Just wait till this beast has 700 raging ponies

WHAT’S NEXT “Track day to gauge if the current setup needs more stabilising. If not, it’s time for a supercharger” THANKS “Jes, who has been my mentor, helping and guiding me throughout, and everyone at Euro Motor Group.

Also to the Mustang Owners’ Club of Great Britain, The Performance Company, and Motech Performance for all their advice and help”

Completing the dynamics package is a set of meaty 285-section Michelin Pilot Sport 4 tyres on 20in Ferrada wheels, which not only endow the GT with heaps more grip than standard but also sit perfectly in the arches.

This is just as well, because not only has the Ford Coyote V8 been tuned to 472bhp, but future plans include a Whipple supercharger, which could quite easily take power to a comical 700bhp.

Sana explains, “I wanted to take the naturally-aspirated route first while I dialled in the car’s handling – with just a Stage 2 Motech Performance map the car made 442bhp.

And then when we added the exhaust and induction, the car picked up the additional 30bhp. Even now, I have to respect the power, so I can’t imagine it with the supercharger and over 200bhp more.”

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She has a lot of track days booked to test the car and ensure the handling is spot on before adding an extra 50 per cent of grunt, which will also give her time to fit a half roll cage and lightweight bucket seats.

The journey to creating a proper track-day Mustang is well under way, and helping her along that journey in terms of advice, expertise and hard work has been a local garage called the Euro Motor Group.

Sana says, “They’re like family. They work on Porsches and supercars, and it was those guys who first took me to the Nürburgring.”

Part of the new phase of track-day prep has included fitting a large rear wing, which offers downforce and keeps the rear end planted, and fitting a fire extinguisher for safety.

With the focus more on function than form, other than a few cosmetic touches such as a

subtle GT350 style rear diffuser and a front splitter, the muscular Mustang looks have thankfully remained uncluttered or adorned with over-the-top trinkets.

But Sana couldn’t resist a little bit of bling – inside the car is a Rolls-Royce-style starlight headlining. And hey, why not? It’s a long way to the Nürburgring, so she might as well travel with a bit of luxury and style.

We have a feeling this won’t be the last we see of Sana and her Mustang. Ongoing development of the car and her own driving skills (she has applied to the Formula Woman competition and is planning to attain her racing licence) should make this a rather rapid duo on road and track.

So, who’s faster – Sana or her brother? “Oh, I have to say him, don’t I,” she laughs. “You’ve got to respect your elders.”

E VE NT RE PORT R S C O M B E 2 0 21

Ceri Morgan’s Focus RS (now with 911bhp!) and Clive West’s recentlyrestored S1 RST were just two cars on the Fast Ford stand

It was a formidable line-up on the Fast Ford stand

Mark Hudd’s three-door (ELE) looking the business on the Swindon RSOC stand

RS COMBE 2021 WHERE CASTLE COMBE CIRCUIT WHEN JULY 10

With life starting to get back to normal, we were super-excited to be able to join the Blue Oval fraternity once again at RS Combe Words & Photos DAVY LEWIS

he RS Combe crew always put on a decent show, and it’s become a firm fixture on our events calendar. After missing a year due to the dreaded C-word, we were all really looking forward to returning to our friendly local circuit for 2021.

In typical British fashion, the weather decided to throw a spanner in the works.

With rain forecast during the morning, many people were put off and there were fewer cars than the last time we were here, in 2019.

But we’ll take quality over quantity every time, and the standard of Fords on display was impressively high.

An early set-up meant we had plenty of

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room to show off our star cars on the Fast Ford stand. These included the dynamic duo of Escort Cosworth and FoCos owned by Mark Hudd and Hannah Ward – who were also busy helping to run the event.

Our pal Ceri Morgan brought along his freshly-tuned Focus RS, which is now packing a serious 900bhp-plus, thanks to an even bigger turbo and other upgrades. And we had the old-school well represented with Mark Sargeant’s stunning Saph Cossie and Clive West’s freshly reworked Series One RS Turbo (it’s just had an underside resto, so respect for bringing it for its first outing despite the rain).

The main paddock was filled with iconic Fords as far as the eye could see; from stock

to highly modified. One car that caught our eye was a very clean looking Mk1 Focus RS. A chat with the owner revealed that it had done just nine miles from new. Yes, that’s right nine miles! That, surely, must be the lowest mileage Focus RS in existence?

With more space to breathe than at other events, it meant we could get up close to some truly epic builds, and there was plenty of time to chat with fellow Ford fans.

RS Combe 2021 may not have been the busiest event, but there was a great atmosphere, with plenty of smiling faces and some awesome cars. A great job by everyone involved at the Bristol and Swindon RSOC for putting on yet another fantastic show.

SHOW AND SHINE Even though the rain tried to spoil the party, the ever-positive concours competitors got stuck in. The morning saw a flurry of polishing and preparation as some truly immaculate examples were made ready for judging. A nice variety too, with everything from stock to modified cars, and a couple of legends in the form of an RS200 and RS1700T. Hats off to everyone that battled the lessthan-ideal conditions to share their amazing vehicles with us.

Steve Evans’s immaculate Focus RS always impresses

The standard of cars on display was impeccable

PARADE LAP Everyone loves a parade lap; when else do you get the chance to drive a racetrack with a load of like-minded enthusiasts? This year, the parade celebrated 45 years of RS Capris, 35 years of the S2 RS Turbo, 30 years of the Mk5/6 Escort RS2000, and five years of the Mk3 Focus RS. Previous club stand winners from 2019 also joined the parade.

The parade laps always go down well at RS Combe

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TRACK TIME The damp start to proceedings meant only the hardcore track guys made use of the testing Castle Combe circuit early on. But once a dry line appeared, more and more cars got on track, including editor Jamie in his Mk3 Focus RS. Having already been out for a very sedate parade lap with the kids, this time he was able to give it some beans, although the car wasn’t playing ball.

“It was backing off the power, like it was getting too hot, so I’ll have to look into it,” he explained on returning to the stand.

It’s not often you see a tidy modified Mk6 these days FRS power!

Battered old Sierra Estate was giving it large in the drift demos

ON SHOW

MARC JONES MK6 ESCORT We spotted this subtle-looking Mk6 Escort on the Welsh Ford stand and thought it might have been an RS2000 at first glance. But a quick chat with owner, Marc Jones, revealed that it’s packing a 350bhp

turbocharged Zetec lump from a Mk1 Focus RS. “It started life as a 1.8, but over the years I’ve fitted several different engines, ending up with the Focus RS,” says Marc.

A long-term project, it’s something that has constantly evolved and is still a work in progress.

“There are lots of bits I still need to do, but it’s getting there,” smiles Marc. “It certainly surprises people.”

QUICK SPEC 2.0 FRS Mk1 engine, PERON GT28 manifold, Milltek 2.5in downpipe, custom 3in exhaust, Garrett GT287R turbo, Ramair filter, custom intercooler, Ecumaster ECU, Diesel MTX75 gearbox with Quaife diff, Gaz coilovers, Hi-Spec brakes, 17in OZ Superlegerras, Morrette headlights, bonnet vents, custom front splitter, RS2000 interior, Momo 320mm wheel, Stack gauges, AEM tablet dash, 350bhp

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FAST FORD SEPTEMBER 2021

Big-wing Mk3 RS was easy to spot

Editor Jamie even ventured on track in his Focus

Trevor Barrett-Cross’s Ken Block-inspired Focus RS is awaiting yet another set of new wheels

Heavily modded Mk5 Fiesta went well

DRIFT DEMOS With the track fully dry and the sun shining (who’d have thought in July, eh?), the drifters rolled out to make some smoke. We were treated to some textbook sideways driving from a trio of Escorts, plus what must be the UK’s most battered Sierra estate, aka Milky.

Great work, as ever, from Trig and the Drift Matsui crew.

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E VE NT RE PORT R S C O M B E 2 0 21

All the rights bits in all the right places - nice!

Tidy bay conceals 550bhp

ON SHOW

WINNERS

CHRIS DOE FOCUS RS MK2 An engineer by trade, Chris has done almost all of the work on his Focus RS himself. This includes the engine, which boasts forged internals and a Garret GT30/76 turbo to produce 550bhp.

“I asked the guys at Ramair if they

could make me a custom crossover pipe and they came up with this,” explains Chris.

The one-off bare aluminium pipe certainly looks the part and is fed by the large Ramair filter. A Syvecs ECU controls everything and is

the one thing that Chris didn’t do himself. The rest of the car has been carefully upgraded to match the power, with AP Racing brakes and clutch, BC Racing coilovers and some tasty Rota wheels, redone in gloss-black to match the exterior.

QUICK SPEC 2.5 five-cylinder, forged internals, Garrett GT3076HTA turbo, tubular manifold, bespoke Ramair crossover pipe, Ramair filter, billet Anembo plenum, 1000cc injectors, KMS exhaust, AP Racing brakes, AP clutch, Rota PWR wheels, BC coilovers, 550bhp and 550lb.ft

38

FAST FORD SEPTEMBER 2021

A full list of winners can be found at www.rscombe.com, but some of the highlights include: Best RS Club - Devon RSOC Best Non-RS Club - ST220 Enthusiasts Best Track Car - Julian Dix, Focus Best presented - Paul Cox, Fiesta RS1800 Car of the Show - Steve Bower, Escort Cosworth

E S C O R T C O S WO R T H

This Escort Cosworth bucks trends, fuses styles and was built purely for one man’s pleasure. Kevin Johns may have upset purists along the way, but the result speaks for itself Words JAMIE / Photos MITCH BROWN

GO YOUR O 40

FAST FORD SEPTEMBER 2021

urists, look away now. You’re not going to like what follows. If you’re the kind of owner that likes to bang on about how fast your Ford appreciates in value rather than how fast it accelerates, this Escort Cosworth is probably not for you.

We’re not saying there’s anything wrong with leaving your car exactly as Henry intended, but the fast Ford scene has been

P

built on the back of owners modifying their cars for years. And at a time when high resale values seem to be overpowering the grin factor of owning a fast Ford, it’s refreshing to see guys like Kevin Johns still exist. Guys that couldn’t give a toss about resale values, or what other people think; guys that are in it purely for the fun factor, and will singlemindedly forge ahead to make their vision become a reality.

OWN WAY SEPTEMBER 2021 FAST FORD

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E S C O R T C O S WO R T H

Devilishly detailed

TECH SPEC

ESCORT COSWORTH ENGINE 1993cc Cosworth YBP, hybrid Garrett T28 turbo, Anembo Engineering billet actuator and billet fuel rail, Sytec adjustable fuel pressure regulator, AN-6 fuel lines, Samco silicone hoses, Pro Alloy header tank, water swirl pot and breather tank, alloy chargecooler tank, alloy turbo heat shield, MRM Speed Shop custom twin crank breather setup, carbon fibre coil pack cover and cam belt cover, VibraTechnics engine mounts, early T34 chargecooler setup with new pump and Pro Alloy core, custom stainless steel exhaust system, MSD chip POWER 350bhp-plus (owner’s estimate) TRANSMISSION Escort Cosworth MT75 4x4 gearbox, six-paddle clutch, billet front and rear diff casings, Oppliger billet quickshift, extended front driveshafts SUSPENSION Gaz Gold coilovers with fast-road setup, adjustable rose-jointed front TCAs, polybushed anti-roll bars, alloy front strut brace, billet rear hubs, Granada 4x4 5x112 PCD hub conversion with extended wheelnut studs BRAKES Front: AP Racing four-pot callipers and 330mm discs with billet bells; rear: original Escort Cosworth brakes with PCD redrilled for 5x112 conversion WHEELS & TYRES Set 1 (in photos): 8.5x19in Rotiform SIX alloys, in ET45, 5x112 PCD, with 235/35x19 Nankang NS-2R semi slick tyres.

Set 2: 9.5x19in Fifteen52 R34 alloys in ET45, 5x112 PCD, with 255/30x19 Nankang NS-20 tyres. Set 3: 9x18in Messer Turbo alloys in ET45, 5x112 PCD, with 245/35x19 Nankang NS-20 tyres EXTERIOR T25 Escort Cosworth in Auralis Blue, carbon fibre bonnet vents, wing vents, Morette twin headlights, front grille, front bib, front splitter, hockey sticks, door handles and Wolf rear lower spoiler, 3D-printed Morette inner air vents, RS500 fog lamp vents, tinted indicators, sidelights and wing repeaters, tinted rear lights

MRM SpeedShop is Kevin’s business

Sytec adjustable fuel pressure regulator

INTERIOR Original Escort Cosworth Luxury with rare optional heated leather Recaros, custom headlining in black with black fittings, grab handles, sunvisors, sunroof motor casing and black rear parcel shelf

Carbon fibre theme continues into the engine bay too

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FAST FORD SEPTEMBER 2021

Rotiform SIX alloys are actually fivestud fitment

But this particular story doesn’t start with a factory-original example. This EsCos was already wearing a few well-placed modifications when Kevin first saw it: a set of old-school 18in Azev As, loads of underbonnet bling, and perhaps most interestingly of all, a Garrett T28 turbo.

Kevin remembers, “It was the exact colour and spec I wanted. It belonged to a mate; just sat in his car collection, under a cover in the corner of his unit. After months of trying to convince him to sell, I finally twisted his arm, and I bought the car in January 2019.”

At that point, Kevin was just about to start preparations for moving his family and his business to Wales, so the plan was simply to stick the EsCos in a shipping container and forget about it until the move was complete.

It’s funny how things pan out, though, isn’t it? Thanks to Covid delays, Kevin is only just finishing up the move to Wales – and the car clearly hasn’t been locked in a container for the last two years.

“It did live in the container for about six

months,” Kevin confesses, “but my wife and son convinced me to drag it out and start messing with it. I’d just recovered well from surgery and was a bit bored, so this gave me something to focus on.”

The first thing Kevin did after unloading the Cossie was drive it straight to a car show. But it wasn’t all roses, as the trip highlighted a few areas that required further investigation.

“It felt like the front wheel was going to fall off,” Kevin laughs.

Thinking it would be something simple like bushes or a wheel bearing, Kevin asked to borrow his mate Matthew’s workshop for a weekend to check everything over.

Kevin groans, “The car ended up being in there for over three weeks. We ended up changing everything you could imagine.”

Sitting for so long hadn’t done the car any favours; all the rubbers had perished, plastics were cracked, and seals had dried out.

“I just didn’t trust any of it. Even when we filled up the power steering fluid, it just poured straight out of the ends of the rack.”

“I’ve gone for 19in fitment because people said it couldn’t be done... The car now has a 5x112 PCD, and that opens up a world of wheel choices” In the overhaul, Kevin replaced the original hubs for a set of five-stud parts from a Granada 4x4. He explains, “The car now has a 5x112 PCD rather than the original 4x108, and that opens up a world of wheel choices from the German tuning scene.”

Fitting the new hubs was surprisingly easy; it all bolts together nicely, and the only modification necessary was redrilling the brake bells with the correct five-stud PCD. At the same time, Kevin fitted a host of upgrades to the underside, including billet rear hubs, Gaz Gold coilovers, rose-jointed TCAs, longer front driveshafts (to cope with a lower ride height), polyurethane anti-roll bar bushes, AP Racing four-pot callipers with 330mm discs, new fuel lines, fuel filter, and an uprated fuel pump.

Under the bonnet, Kevin turned his attention to replacing every gasket and seal on the car: “The only one I haven’t done is the rear crank seal, because I haven’t taken the gearbox out yet. But that’s on the list of jobs to do, and when it’s out, the crank seal will SEPTEMBER 2021 FAST FORD

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E S C O R T C O S WO R T H

DRIVER SPEC

KEVIN JOHNS AGE 43 JOB Owner of MRM SpeedShop (engine and custom car builder) FIRST FORD XR3i MK3 BEST MODIFICATION Fivestud conversion FAVOURITE FORD SHOW Ford Power Live & Ford Fest TRACK DAY OR SHOW & SHINE? Track day SIERRA RS500 OR FOCUS RS500? Sierra RS500 WRC OR BTCC? ’90s BTCC

Details are carbon fibre, including front bib and splitter....

LESSONS LEARNT FROM THIS PROJECT? None WHAT’S NEXT Engine rebuild for more power THANKS “Wayne Day at WD Recovery Services for selling me the car, @skiddym84 for use of the workshop and the second pair of hands when I first pulled the car out of the container, Mike Rainbird for supplying lots of custom carbon fibre parts, Wayne at Droitwich Shot Blasting for lots of powder coating, Anembo Engineering for the billet parts, MT Motorsport for the billet cam cover, Steve at Nankang Tyres for all my tyres, and Matt Lawrence at Manor Motor Company for fitting them”

... as well as bonnet vents

get replaced too.”

Performance upgrades came in the form of a chargecooler and intercooler setup from an early big-turbo EsCos, twin oil breather system, Pro Alloy header tank and water swirl pot, billet fuel rail, Group A air filter, adjustable Sytec fuel pressure regulator, billet fuel rail, and T28 turbo upgrade. It’s all controlled by a chip from Motorsport Developments, which serves up a very useable 350bhp-plus.

With the mechanical stuff sorted, Kevin could indulge in his fetish for carbon fibre.

The Cossie is now covered in the racy weave: bonnet vents, twin headlight covers, front grille, front splitter, Wolf rear spoiler extension, hockey sticks, door handles, coil pack cover, and cambelt cover.

Kevin says, “I’ve gone for a two-tone theme, using carbon fibre against the factory Auralis Blue. Not everyone likes it, but I don’t care because I do.”

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FAST FORD SEPTEMBER 2021

If you thought the carbon bits might divide opinion, just wait until we start talking wheels. “I’ve gone for 19in fitment because so many people said it couldn’t be done,” laughs Kevin. This EsCos has been seen sporting several different sets of 19in wheels over the last year-or-so, including a set of controversial Fifteen52 R34s. The Rotiform SIX style currently on the car seems to get a better response from onlookers, but Kevin still has a soft spot for the Ken Block design.

Whichever set is fitted, Kevin cites the wheels as his favourite upgrade. “I love having the ability to fit wheels that not many other Escort Cosworths can have,” he smiles.

Since being wheeled out of the shipping container, the EsCos has undergone quite the transformation. But there’s still more to come; the next job is to fit a big-tooth gearbox and hydraulic clutch conversion (“I always carry a spare cable at the moment, just waiting for

it to snap,”), followed by a set of bigger rear brakes. Oh, and then there’s the small matter of building the engine up to 500bhp too.

Now it’s broken cover and started making a few show appearances, what have people made of it? Well, most love it, but there’s always going to be a handful who disapprove.

“It’s pretty funny when I hear everyone’s opinions on what should and shouldn’t be done. The car’s mine: I never wanted a standard one,” smirks Kevin.

“I enjoy driving the car, and I drive it as much as I can – even to the chippy on a Friday night to get my tea. And when I do, I drive it like I stole it. And I tell you what, I enjoy every second of it.”

Now, there’s a parting statement from a man who does what he likes and likes what he does. Good on ya, Kev’. Keep going your own way, otherwise the world will start to look very bland, very quickly.

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Send us a brief description, a quick spec list, and a few photos (no more than 5!) to fastford.ed@kelsey.co.uk and we’ll take a look!

Your pride and joy could soon be splashed across these very pages…!

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FAST FORD SEPTEMBER 2021

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F I E S TA S T

f you’ve picked up any issues of Fast Ford from the last year or so, there’s no doubt that you’ll have stumbled upon the build diary of this striking little pocket rocket whose updates have been featured in our Fast Fleet section each month.

Managed by Northampton-based performance braking powerhouse EBC Brakes, this Fiesta ST3 was snapped up in February 2020 in bone-stock form, with

I

48

FAST FORD SEPTEMBER 2021

ambitious plans to develop it into the Ultimate Fiesta Build with the help of some of the biggest names in the tuning industry.

As well as unsurprisingly installing EBC’s range-topping braking components at each corner, plans also included overhauling practically all other aspects of the Fiesta’s performance and looks, before it would be given away in a competition – with the help of Dream Car Giveaways – to raise funds for the Rays of Sunshine children’s charity.

IN IT TO WIN IT Raising over £20k for charity, EBC Brakes’s 380bhp Ultimate Fiesta Build has been won by Delmi Evans. Here’s what makes it so special…

Words SAM PRESTON / Photos DAMIAN HOCK

SEPTEMBER 2021 FAST FORD

49

F I E S TA S T

DRIVER SPEC

TECH SPEC

DELMI EVANS

FIESTA ST

JOB Tree surgeon

ENGINE 1596cc EcoBoost, Pumaspeed X58EVO hybrid turbocharger, MAXD Out Stage 4 ECU remap, Turbosmart recirc valve, Forge Motorsport atmospheric dump valve, R-Sport Pro 450 front-mount intercooler, R-Sport Stage 3 cold air induction system, full Milltek Sport exhaust system, uprated double-sealed Bosch fuel injectors, Pumaspeed high-volume fuel supply kit

FIRST FORD “I had two Mk2 Escorts back in the day. One was my road car and one was only ever a shell” BEST MODIFICATION “The wheels look so good and complement the rest of the car brilliantly” FAVOURITE FORD SHOW OR EVENT? “I haven’t been to many but am looking forward to this year’s Ford Fair” TRACK DAY OR SHOW & SHINE? Track day

POWER Previously dyno’d at 401bhp (currently on a 380bhp safe map) TRANSMISSION Fiesta ST IB6 six-speed manual, Cusco Type RS limited-slip differential, Pumaspeed ST200+ uprated clutch, Pumaspeed quick shifter, Pumaspeed symposer delete SUSPENSION ST Suspensions XTA adjustable coilovers (with custom Ultimate Fiesta Build engraving), Powerflex poly bushes, Eibach anti-roll bars (front and rear), Ultra Racing strut braces (front, middle and rear), Northampton Motorsport full geo alignment setup (fast road/ track day) BRAKES EBC Brakes Racing Apollo Balanced Big Brake Kit (front: EBC Brakes four-pot Apollo callipers, 330mm fully-floating two-piece discs and Yellowstuff pads; rear: EBC Brakes swept/ grooved discs with Yellowstuff pads. All-round: EBC Brakes braided lines and Super DOT 4 fluid) WHEELS & TYRES 7.5x17in Rota Recce alloy wheels in gunmetal grey, 205/40x17 Michelin Pilot Sport 4 tyres; 7x17in factory Fiesta ST alloys, 205/40x17 Toyo R888R tyres; 7.5x17in Team Dynamics alloy wheels in gunmetal grey.

Eibach Pro 20mm wheel spacers (front) EXTERIOR Frozen White body with full custom Yiannimize vinyl wrap, Delta Styling front bumper/splitter and rear spoiler

Strap in, shut up, hang on

INTERIOR Semi-stripped interior, Motordrive Pro bucket seats (with custom Ultimate Fiesta Build stitching), P3 Gauges digital air vent gauge, Caged Laser four-point bolt-in half roll cage, Pandora Car Alarms Light Pro V2 alarm system with Nav-X

Little EcoBoost kicks out some big figures

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FAST FORD SEPTEMBER 2021

“I warmed to it as soon as I first put my foot down.

I’ve owned some fast cars in my time, but this is on another level. You just don’t expect it from a Fiesta... Everything has been so well thought out”

Probably the best Fiesta brakes... in the world...

Just over 12 months on, it’s safe to say that EBC Brakes has succeeded in the goal, the car now looking and going like practically no other Fiesta ST in the country.

Boasting 380bhp with a chassis to match and unforgettable looks, it’s little surprise to hear that the ST helped to raise a whopping £21,901.50 by the time entries closed.

Before we dive into the car’s incredible spec list one last time and pick apart exactly what makes it such an animal, let’s meet the Fiesta’s lucky new owner and find out what it’s like to unexpectedly win such a formidable machine.

West Wales-based Delmi Evans grins, “I couldn’t believe it; I thought it was a wind-up to start with. It was only when I recognised the guy from Dream Car Giveaways’s voice

that it really started to sink in.”

Dabbling every now and then with the alluring car giveaway competitions now scattered over social media, tree surgeon Delmi tells us he was particularly drawn to this listing thanks to the fact that all proceeds went to charity.

Owning a couple of Mk2 Escorts in the distant past, he was keen to see how far the modified Ford scene had progressed in recent years, too. And after his first drive behind the wheel, it’s safe to say he wasn’t disappointed.

“I warmed to it as soon as I first put my foot down,” he laughs. “I’ve owned some pretty fast cars in my time, but this is on another level. You just don’t expect it from a Fiesta.”

Initially tempted to sell the car on SEPTEMBER 2021 FAST FORD

51

F I E S TA S T

Delmi has no plans to change anything about his fabulous Fiesta

“I thought it was a wind-up to start with. It was only when I recognised the guy from Dream Car Giveaways’s voice that it really started to sink in” promptly to help fund a new house, Delmi says it didn’t take long for the hot hatch to get under his skin, meaning there’s no sign of him parting ways with it anytime soon.

“Even my partner has warmed to it now.

We both just love the way that everything has been so well thought out with it,” he tells us.

What makes this car so damn special, then?

Let’s start by addressing the headline power figure of 380bhp from the 1.6-litre EcoBoost.

Almost double the factory grunt has been reached largely thanks to our friends over at Pumaspeed, who used the car as a showcase for the latest turbocharger technologies.

Rocking an X58EVO hybrid turbo created

by Pumaspeed, this enlarged-boost snail is backed up with a monstrous R-Sport intercooler, uprated Bosch fuel injectors and a Pumaspeed fuel pump. There’s also a Milltek exhaust system, Turbosmart recirculation valve and Forge Motorsport dump valve to help keep everything in check. It’s topped with a MAXD Out Stage 4 tune, with switchable maps to take power up to a heady 401bhp if the driver is daring enough.

This powertrain could arguably be

No wonder we’re swapping to a cashless society and electronic payments, if this is the size of modern cheques

52

FAST FORD SEPTEMBER 2021

described as the pinnacle of stock-internal Fiesta ST tuning right now and shows just how much these celebrated little engines can offer when given the right modifications.

The gearbox has unsurprisingly seen a raft of enhancements to keep up, too. First, Pumaspeed added one of its ST200+ uprated clutch kits that can handle a hell of a lot more grunt, before a grippy Cusco Type RS LSD was also added into the equation – an often-overlooked mod that’s one of the most important ingredients in getting the extra power down on a high-powered FWD beast.

A set of ST Suspensions range-topping XTA coilovers take centre stage when it comes to chassis improvements, backed up with stiffer Powerflex bushes, Eibach ARBs and Ultra Racing strut bracing throughout to keep the car planted on road and track. Northampton Motorsport was then tasked with getting the Fiesta’s geometry settings dialled in to make the most out of all the new hardware.

Seeing as it’s an EBC Brakes project car, it would be strange if the Ultimate Fiesta Build didn’t have state-of-the-art stoppers tucked under all four wheels. The firm’s Apollo Balanced Big Brake Kit comprises a set of stunning four-pot callipers, Yellowstuff pads and 330mm fully floating discs up front, with uprated discs and pads also featuring on the rear. Topped with performance lines and fluid, this braking system is more than enough to keep up with the rest of the car’s capabilities.

The fact that this impressive setup helped the car outperform a Nissan GT-R on a wet Castle Combe Circuit in the hands of BTCC’s Jake Hill should help to explain why Delmi has been having such a blast behind the wheel, and how he’s already embarrassed some

Digital air vent gauge

much more exotic metal on the Welsh backroads in the short time he’s owned it.

To help the Fezza look as good as it goes, some subtle Delta Styling body upgrades bring out a little more aggression from those exterior lines, as well as a set of Rota Recce alloys finished in gunmetal grey.

The car’s rippling body was then covered in a bespoke and beautifully-designed custom vinyl wrap livery thanks to the guys at worldfamous Yiannimize, making it look like no other Fiesta on the road.

Inside, some custom Motordrive seats take pride of place, along with a Caged Laser roll cage, P3 Gauges air vent dial and a comprehensive Pandora alarm system.

The fact that Delmi is yet to change any aspect of this car really does say it all about the thought and effort that went into it in the first place. Not only has it shown just what can be achieved with the mighty Fiesta ST platform, but also what the British tuning industry can do when it clubs together for a fantastic cause. Top work everyone.

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COMING SOON Crazy-power, hard-hitting Sapphire Cosworth built for thrills

ON SALE SEPTEMBER 3 Photo: Jape Tiitenen

*Planned editorial content at time of printing. Actual editorial content of the next issue may be subject to change

DON’ T MISS IT! Pre-order the issu shop.kelsey.co e now at .uk/issue/ View/issue/FT F440

#PRINTMYFORD See your very own fast Ford in full printed glory!

Ever wanted to see your car appear in all its glory in the printed pages of a Ford tuning magazine?

Well, if so, all you need to do is ask!

Simply email us, or post a picture of your car on our Facebook, Twitter, or Instagram pages and add the hashtag ‘#printmyford’, and each month we’ll choose our favourites and print them in this aptly named feature.

CALLUM TUPPER

Alternatively, drop us an email with a couple of pics, a full spec list of any mods and upgrades, and a few details about your time with the car to fastford.ed@kelsey.co.uk with the subject heading ‘print my ford’ and we’ll pick our favourites for a slightly more detailed review each month too.

In order for us to print your Ford please ensure

WODZOWSKY ST

all images are of print quality, show the whole car, are free from watermarks, and you have permission from the photographer to use them in the magazine (*by submitting an image, you assume full liability and Fast Ford accepts no responsibility for any copyright infringement).

Now go on, get posting! And don’t forget to add the tag #printmyford.

R66_DOM

SCOTT SMITH

DARREN HOLLOWAY IN THE SPOTLIGHT

VICKI WRIGHT SAPPHIRE COSWORTH

Vicki bought her beloved Saph Cossie three years ago as a non-runner, and has since spent time rebuilding it back up to spec. “There were a number of things that weren’t quite right; it was running an earlier L6 ECU rather than the L8 it should have had, and it was also on 2.9 4x4 hubs rather than genuine Cossie items,” says Vicki. But perhaps the biggest task was rebuilding the YB engine, which Vicki did herself on the kitchen table at home with the supervision and guidance of her husband. “Well, he mainly kept wandering off into the front room as it was painful watching me doing it so slowly,” laughs Vicki.

Now it’s all complete and after all of Vicki’s efforts getting it back up to scratch, is it saved for weekend shows and events? “Not a chance! She’s out every weekend; rain or shine, and is my shopping and school run car! She’s generally caked in dirt! I absolutely love driving her and it’s priceless watching people’s faces when they see her out and about,” smiles Vicki.

There’s still a few more jobs on the to-do list, but it’s refreshing to see a Cossie getting out and about and putting smiles on faces as often as possible.

56

FAST FORD SEPTEMBER 2021

TAZ TOWNSEND

MODIFIED CAR INSURANCE SPECIALISTS FOR A QUOTE CALL 0800 085 5000

#PRINTM Y FORD

GAVIN MACKIE

SEAN SLUGGY CARR IN THE SPOTLIGHT

DAVE SWALLOW ESCORT CABRIOLET

JOE BRADSHAW

Is there a better car to enjoy sunny summer shows with than an Escort Cabriolet? Drop the hood, soak up the ’90s nostalgia, and bask in all the attention you’ll no doubt receive. But Dave’s 1994 example here was a long way from being worthy of any attention from anyone – other than the local scrap man – when he first got his hands on it. When he bought it four years ago, it had been sitting outside and unloved, for over 18 months. The remedial work to get to the show-worthy standard it’s at today included several body work repairs, rust removal, resprays, and a lot of machine polishing.

Dave’s also seized the opportunity to add an RS Accessories front bumper, side skirts, and Ka multispoke alloys too.

Recently Dave attended Pure Ford with the Ford Club GB; not only did the club win an award but out of 50-plus cars, Dave’s Cabbie picked up its first trophy when it scooped the runner-up in the Best on Stand category with Ford Club GB. In just four years, this Escort has gone from Scappage Scheme survivor to trophy-winning show car.

OLIVER HAYWARD

JAMES MITCHELL

MATTY TOWERS

KATIE RUSHTON

STEVE STANYER

GWYDION BENSON

SEPTEMBER 2021 FAST FORD

57

Come and see us at Ford Fair Silverstone 8th August

Scan, Read, Edit, Write, Drive.

Yo u r v e h i c l e i s n ’ t c o m p l e t e w i t h o u t H P Tu n e rs ; s p e a k t o y o u r t u n e r a b o u t t h e l a t e s t m u s t - h a v e t u n i n g t o o l c o m i n g t o E u ro p e n o w.

hptuners.com

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#PRINTM Y FORD

JORDAN HIGGINS

OLIVER GOODGROVE

IN THE SPOTLIGHT

PETER MEARS MK3 FOCUS ST

DANIEL JORDAN

Pete is new to the modified Ford scene, getting his hands on this tidy Mk3 Focus ST just a few months ago. In his day job Pete is a three-principals practitioner (hence the 3p-Pete nickname and private plate on the car); this means he does sterling work in the community helping those who suffer with addiction.

As and ex-addict himself, Pete knows the damage drugs and booze can cause, so he’s found a new vice in modifying Fords. It might not be cheap and the urge to do it again only gets stronger, but it sure is a lot of fun – and looking at your modified Ford on the driveway is one enormous high no matter what else is going on around you.

In the months that Pete has owned his ST he’s really gone to town; already it boasts a Dreamscience Stage 2 remap, a race cat, Ramair induction kit, Bola B8R alloys, and a custom painted Zunsport grille showing the Dreamscience logo.

Pete’s recently attended his first show at the Ford Nationals. “When I arrived, I was asked what club I was in, but I didn’t have one,” recalls Pete. The organisers pointed him in the direction of the Central ST Owners Club, and Pete says the guys made him feel welcome. So much so, that Pete will be on their stand at Ford Fair too.

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FAST FORD SEPTEMBER 2021

Just over a year ago, Jack didn’t know anyone in the car scene and wondered how he would ever get involved. Fast forward a few months and he’s now the owner of this feisty Fiesta ST, but more than that he’s a rep for a few local car groups, and is also part of an affiliate scheme with EZ car care too.

And that’s before we get to the Team Revolution logo proudly displayed on the sides of the car. “The logo is because I’m part of a small group of four promo cars for a good friend who runs a business called Revolution Tint. It was so hard to visualise how the wrap would look, but it’s safe to say the day it rolled out the garage and I saw it for the first time, I was over the moon,” says Jack.

The mods don’t stop with the wrap, either. A Delta S-R spoiler and risers, aftermarket smoked lights, aftermarket alloys, low-line kit, rear diffuser and other bits all work on the visual styling, while a strong Stage 2 setup under the bonnet produces 245bhp. Not that that’s enough for Jack; he’s already looking at a hybrid turbo, Stage 3, LSD, and even wide-arch upgrades for the future.

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FAST FLEET Check out what’s been going on with our projects this month… p54

DAN FOCUS ST250 After sorting out a few issues with the Fondeo last issue, this month has been a bit quieter for Dan. He’s no doubt been out and bought several more Fords in the meantime though...

DAN SIERRA COSSIE Dan keeps promising he’ll get the Cossie back on the road, but keeps getting distracted. Progress is slow, but Dan says he’ll update us next issue. Maybe it will be ready in time for the 40th anniversary..?

PAUL COWLAND MUSTANG V8 Paul’s addressed all the big jobs on his to-do list; suspension, wheels and tyres, exhaust, and remap. Now he’s just enjoying the fruits of his labour, but it won’t be long before the next batch of mods begin.

JAMIE FOCUS RS After not hearing anything from Jamie for a while, this month we’ve got a massive four-page update as his passion for the RS is reignited, and he even ventures out on track in it too.

ADE SAPPHIRE COSWORTH Ade loves a bit of sideways action; it was last time out at Ford Fair that killed it. After a lengthy rebuild he couldn’t resist the urge for some skids when it was up and running... and now it isn’t again!

MOTORBASE FOCUS BTCC CARS The Motorbase Performance Focus BTCC cars endured a mix of highs and lows last time out at Brands Hatch, but are looking forward to the next meeting at Oulton Park.

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Back in action, and out on track... At long last

JAMIE FOCUS RS

ON TRACK After 18 months of very little use, things start getting back on track for the Mk3 RS – literally, as Jamie enjoys a track session at RS Combe QUICK SPEC Mountune m400R ■ Velgen Classic5 alloys ■ Goodyear Eagle F1 tyres ■ H&R lowering springs ■ 3M wrap by VWC in Leeds ■ Mountune axle-back and sports cat ■ H&R anti-roll bars ■ Tarox brakes ■ Mishimoto intercooler, intake kit, and oil cooler kits ■ Quaife ATB

Summer is here. Restrictions are being lifted. And the sun has even popped out once or twice, too. It’s like someone’s turned the lights back on after a bleak year-and-a-half of misery.

I must admit, I’d kind of neglected the Focus during the lockdowns; with so many other and often more pressing concerns (like kids and mortgages), spending time and money on a car that seldom gets used just wasn’t high on my list of priorities.

But when the weather started to turn and we started to see the first glimpses of things 64

FAST FORD SEPTEMBER 2021

opening up again, I began to think about getting the car back in action.

Regular readers will recall that meant a new battery (the old one was so flat after being stood for so long it wouldn’t even open the doors), and I took a trip to see Fred and Jonny at FJRS for a full service and health check.

With the green light from FJRS, my confidence in the car started to grow – silly to say it about a five-year-old car that I’ve owned from new, but with so many horror stories on social media about bottom ends going bang, plus the issues with the battery and a slight misfire it once had after having to top up with 95RON fuel, I’d lost a bit of faith in the RS.

Fresh MOT gives the RS a clean bill of health

...and replaced the broken headlight switch surround too

Chris at Tarnock fixed the flappy door seals...

Thankfully, that started to come back on the return leg from Essex; a faultless drive home safe in the knowledge all was okay was the confidence-booster I needed.

So, when we got a phone call from the Ian and the guys at Hendy Performance in Southampton saying that their HP500 demonstrator was ready for us to test, I thought it would be another good run out for the RS. Plus, it would enable a back-to-back comparison between my car and Hendy’s 500bhp-plus monster – which, incidentally, you can read about in the next issue.

While at Hendy I chatted to technician Kev Murphy, and the conversation soon turned to how annoying I found the artificial engine noise pumped into the cabin on the Mk3 RS. “I can turn that off,” Kev said, armed with his FORscan software. It may sound like a simple thing, but boy does it make a difference.

I understand why Ford added the fake engine noise, but for me, it was far too intrusive. Turning it off makes the car so much nicer to drive around town, on the motorway, and well, everywhere actually. Plus, it means I can now hear the authentic induction noise and exhaust pops when I’m booting it, but can enjoy at least some basic level of comfort when I’m not.

This alone meant the drive home from Southampton had reignited my passion for the Focus. It was a good job too, because a few weeks later RS Combe was coming The RS popped along to see its 500bhp sibling at Hendy Performance recently

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up, and that’s always one of my favourite shows of the year. I spoke to organisers Mark Hudd and Simon Drake and the rest of the Bristol and Swindon RSOC crews and secured a magazine stand at the show. You can read the full show report on page 34.

But before then, I needed to get a couple of little niggling issues sorted: a rear door seal had fallen off (as they do with all Mk3 Focuses), and at some point getting out of the car I’d smashed my knee against the headlight switch and cracked the plastic surround. Oh, and the MOT was due to expire too.

To get all of these problems addressed in one place, I booked in a visit to see the friendly and knowledgeable guys down at Tarnock Garage. I’m quite fussy about who works on my cars (not least because I’m usually stood looking over their shoulder with a camera in my hand, taking photos for the mag), but the guys at Tarnock are proper car people, and will treat your beloved Blue Oval with the care and respect it deserves.

After a thorough examination and with the engine sufficiently warmed up to pass the emissions test, a fresh MOT was duly issued.

Then Chris was able to get to work repairing the flappy door seal and broken headlight bezel. We didn’t even need to get it on a ramp (my RS is low and can be a faff getting the Jamie’s son wasn’t even born the last time Jamie went to a car show

ramp legs under the sills without damaging anything), as Chris carried out the repairs for me in the car park while I waited.

Now, with my faith in the RS restored, I was really looking forward to my first show since 2019. I was feeling particularly brave, too, so booked myself a track pass for RS Combe, my first ever track day at the notoriously unforgiving Wiltshire-based circuit.

Because of its reputation, some track insurance companies won’t cover Castle Combe, but thankfully Need 2 Insure does. So, with my renewal due, I spoke to Martyn, Paul and the guys at Need 2 Insure and secured modified insurance for another 12 months, only this time I added track day cover too.

As I said earlier, I really enjoy RS Combe; it’s a local event to me, it’s a laid-back and familyfriendly atmosphere, and it feels much more like a day out and much less like work for me than some of the bigger shows.

Don’t get me wrong, I love Ford Fair, but as part of the team that helps run the event it’s always a very busy day. By contrast, RS Combe is nice and relaxed, and being local means I can bring the kids along too. It was the first ever car show for my little boy, who wasn’t even born when I last went to one…

Speaking of the kids, as this year’s event at RS Combe saw parade laps for the Mk3 Focus

Pre-show wash and clean

RS’s fifth anniversary, so I whacked the kids’ car seats in the back of the RS and took them out on track – although, they didn’t enjoy it as much as I did; my little girl didn’t like the noise, and my little boy just fell asleep.

After the parade lap it was my turn on track.

I must confess I was slightly apprehensive but determined to actually use and enjoy the car as it was intended. After a warm-up lap and a quick check of everything, I put the hammer down. I remember thinking to myself ‘this is great fun!’ I’m no racing driver, but the RS is very forgiving; it stops brilliantly, handles well on track, and has enough power to make sure you’re not a mobile chicane for those track veterans who really do know their stuff.

I even made a couple of overtakes as my confidence grew and I started to get faster and faster. But then… No power. What!? Had

After a damp start, RS Combe proved to be a fantastic day out

Heading out on track for the first time at Castle Combe

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The RS where it belongs - being used and enjoyed on track

The RS is loud, but not too loud to get on track

Smiles and laughter that’s what car shows are all about

it blown up?

Well, there was no smoke or fire, no strange smells, and no loud noises – just a distinct lack of grunt. A quick glance at the boost gauge confirmed no boost. A second glance at the dash and I saw an error message saying ‘engine power reduced’.

After a few corners at reduced speed, full power was restored so I went on the attack once more. It was short-lived though, as half a lap later the same error message popped up and the boost was gone again. Clearly it wasn’t going to get any better, so I did a cooldown lap and exited a few minutes before the end of the session.

That night I was frantically Googling to find out what had caused the problem. I was already aware of some RSs suffering overheating issues when on track, but I couldn’t work out if it was oil, coolant, charge air, or even rear diff temps that had caused my issues.

Without heading back out on track and data logging the issue it’s very hard to say for certain, but some more research led me to believe that it was most likely coolant temps at fault.

In my particular case I already have an aftermarket Mishimoto oil cooler fitted, so oil temps weren’t an issue, but a knock-on effect to having a hot oil cooler mounted in front of the radiator means the coolant temps can rise undesirably. So, my next mod is likely to be a big radiator upgrade.

For now, though, I’m just grateful for the

safety features built in to the Mountune software – I’ll take a limp mode after ten minutes on track any day over a melted engine after 15 minutes.

I’m due to pop down and see the guys at Moutune in the coming weeks to test some of their latest upgrades for their development cars, so I’ll ask them what they think could be causing it, and any potential cures.

The drive home from RS Combe was utterly fantastic. The car drove faultlessly – proving the safety features had done their job perfectly – and I was grinning from ear-to-ear after a brilliant day out.

The only problem is that I enjoyed the track action so much that next time I’m going to want to do more and more laps, and I’ve got a sneaking suspicion that I’m about to go down the rabbit hole where the car gets ever more track-focused… And that gets expensive.

It’s safe to say that I’ve got my mojo back for the RS now – roll on Ford Fair. More track time, if I can sneak away from the stand for half an hour…

CONTACTS TARNOCK GARAGE www.tarnockgarage.co.uk

RS COMBE www.rscombe.com

HENDY PERFORMANCE www.hendyperformance.co.uk

SEPTEMBER 2021 FAST FORD

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THE REAL MCRAE What could possibly be cooler than owning a genuine ex-works Focus World Rally Car once driven by the late, great Colin McRae? How about owning four of them…?

Words and photos ROBB PRITCHARD

hristmas 1988. That was when young rally fans received the Duke VHS tape of that year’s Shell Oils British Open Rally Championship. The main battle back then was between Pentti Airikkala’s Mitsubishi Starion, Jimmy McRae’s Sierra Cosworth and David Llewellyn’s big Audi.

But it was the sight of a diminutive Vauxhall Nova at full chat around the lanes of the Isle of Man that kept us entertained; Jimmy’s son Colin was driving, and Steve Rider’s succinct commentary said it all, as Colin slid over the heather on the seasonending Manx Rally: “His time will come…”

He wasn’t wrong.

Picture yourself in Hafren forest in 1991, where a crowd on a windswept Welsh hillside was buzzing with excitement that McRae was leading the Lombard RAC Rally in a Subaru Legacy. It was 1994 when he won it for the first time, yet it was barely believable when he said he hoped to be fighting for the championship next year.

McRae was back in the Welsh forests again the next year, cheered on by

C

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THE CARS V9 FMC V9 FMC had a decade-long career in competitive rallying. In McRae’s hands, it took sixth on the San Remo Rally in 2000, but the following year recorded two DNFs in Monte Carlo and Catalunya before being handed over to François Delecour for a couple of rallies.

After that, it spent four years in Finland, where it was driven by Jouni Ampuja, who competed in the national championships in Finland and in neighbouring Estonia – the car won the RS Rally in Estonia in 2004.

In 2006 the car moved to Sweden. It was bought by Mats Johnson, who won a few more local rallies in it, before the Focus saw out its competitive life with a couple of Swedish privateers.

V3 FMC This is another car from 2000; finishing third on the Swedish Rally and second in New Zealand were the highlights of McRae’s time behind the wheel that year, with two DNFs with engine issues in Portugal and Argentina.

At the end of the year it went to Spain, where Txus Jaio won the 2002 Spanish Gravel championship with it.

It then went to Turkey for a few years, where it was driven by Serkan Yazici and won the 2004 Turkish rally championship.

S11 FMC This wasn’t the most successful of McRae’s Focuses; on the 1999 Rally Australia, while trying to claw back lost time, he launched over a crest and hit a tree. It was an instant retirement; his seventh in succession.

Tapio Laukkanen raced it in, and retired from, the Rally Finland the following year.

Then it was bought by the oddly named Blue Rose Team, who ran their main driver Mika Sohlberg in the Finnish rally championship. They also leased it out to Jani Paasonen and Markku Alén for the Rally Finland in 2001, where Alén ended his WRC career by finishing 16th.

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S15 FMC This was McRae’s 1999 Safari test car.

“He didn’t compete with it (that car – S9 FMC – lives in Malcolm Wilson’s collection at M-Sport HQ in Cumbria) but he was behind the wheel,” Jiri says. Therefore, this car’s claim to fame is that it helped McRae score his first ever rally win with Ford.

The Safari Rally was famously tough and so it’s surprising how similar to the other cars this one is. You would be forgiven for thinking it might feature significantly beefed-up suspension and chassis stiffening underneath to cope with the notoriously punishing terrain, but apart from the snorkel and bull bars on the front, there aren’t too many differences from the other Focus WRC cars in Jiri’s collection.

fans as his Impreza’s popping exhaust echoed off the trees. That was in 1995, where he outclassed two-time champion Carlos Sainz in an identical car to take the title.

Every rally fan has a story of being emotionally affected by Colin’s driving skills.

And we remember that fateful day in autumn 2007, hoping the report of his helicopter crash wasn’t as grave as it seemed and that everything would somehow be all right. We would soon be stricken by the news that Colin

had been fatally injured. Our hero was gone.

Now picture yourself here today, standing in the midst of Jiri Jirovec’s amazing collection of rally cars. Even with another 40-or-so fully-fledged WRC cars from throughout the years – cars driven by rallying royalty such as Loeb, Grönholm, Mäkinen and Sainz – it’s the machines with McRae and Grist on their windows that hold you in awe.

Owning just one ex-McRae Focus WRC car would be amazing enough, but Jiri has an

incredible four of them. He began collecting ex-works WRC cars around five or six years ago, and while the RS200 and ex-Wolf Racing DTM Sierra RS500 Cosworth pretty much fell into his lap with nothing more than a couple of fortuitous conversations, he admits that finding an ex-works Focus WRC once driven by rallying’s most famous son proved harder.

“In the world of historic motorsport, it seems everyone knows everyone else; many times I heard of one WRC Focus that may

SEPTEMBER 2021 FAST FORD

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Safari-spec Focus with off-road modifications

Jiri intends these cars to be driven – if not quite as hard as Colin did...

Where the great man once sat and swore

“They took me for a drive into the countryside; about 20km from anywhere we got to an old barn with nothing but a piece of wood holding the door shut. Inside, there were 14 rally cars”

If you had four McRae Focuses, you’d be smiling too

be coming to market, but it had always sold before I could find a contact.”

Jiri is not one to give up, though, and his patience was rewarded in the best way imaginable: “I heard a rumour that there was a rally car collection in Sweden, but I couldn’t find any real details. Then I met with Henning Solberg – the older brother of Petter – and he told me that there was a family who had a few cars, but there was a catch; they wanted to sell them all together. The owner had passed away a couple of years previously, and the family wanted to move the cars on as a full collection, not individually.”

At the prices such cars command, buying in bulk would simply put the cars out of the reach of most people, but Jiri is in the fortunate position of not having to worry about that. Two or three ex-works Focuses that no one else knew about was a real

treasure trove and an opportunity not to be missed, so Jiri flew straight to Sweden with a chequebook at the ready. But when he got there, he found there was a grand total of eight cars.

Jiri smiles, “They were scattered all over the place. They took me for a drive into the countryside; about 20km from anywhere we got to an old barn with nothing but a piece of wood holding the door shut. Inside, there were 14 rally cars. It was incredible.”

The family wanted the cars to go somewhere they’d be looked after, so before they agreed to sell them the family actually interviewed Jiri to make sure he wasn’t just a dealer looking to make a quick profit. When the family unanimously agreed Jiri was the right man to sell them to, the deal was done and Jiri bought the lot.

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in a purpose-built, climatically controlled storehouse on the outskirts of Pilsen in the Czech Republic, but during their time in Sweden it seems they were stored in slightly less-than-ideal conditions.

The mould on the interior is evidence of that, but a more significant problem was the fact the batteries were left to go flat.

Perhaps that’s not such a big deal on a typical road car, or even a performance car.

But on a World Rally Car it throws up some problematic issues. The Focus WRC cars all ran with a very clever Pectel competition ECU,

and with the batteries completely drained of all power, the ECUs were totally wiped.

“It’s not as easy as just charging them back up again,” Jiri explains. “You need to get them reprogrammed. But no one at Pectel these days remembers anything about cars they raced and rallied over 20 years ago.”

Thankfully, after a long search, Jiri found a Polish chap who was a bit of a master when it comes to vehicle electronics.

“Apparently, no one ever had this problem of an erased ECU before. And to work out how to overcome it, he had to lay out a whole

MALCOLM WILSON SAYS: While we were interviewing the M-Sport man about his own car (the Group A Escort Cosworth he used in the Swedish Rally in 1993 – full feature coming soon…) we asked Malcolm Wilson, McRae’s team manager in his Ford years, what he thought of the great man.

“Colin was Colin,” he says with a smile. “There was no one better.

He was the fastest driver and, from an engineering point of view, he knew exactly what he wanted from the car. And if ever there was a mechanical problem, he was probably as good as any mechanic.

“Of course, from a team manager point of view, he was also a bit of a rebel and was mischievous. But that is part of his legend.”

Cage was crucial for Colin’s crashing habit

Who’s up for a remake of Night At The Museum?

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WRC Focus wiring loom on a table to try and reverse-engineer it. It was incredible to see,” remembers Jiri.

Jiri is now working his way through the collection of four McRae WRC Focuses currently in his collection. Once up and running again, several of the cars will get a refresh to bring them back to life, but none of them will be getting a full rebuild.

Jiri says, “They will shine, but they won’t be perfect showroom condition.” We totally agree; these cars have a fantastic history, and it’s only right that they proudly display it, warts and all.

The days of these cars tearing full-chat through a forest stage are well and truly behind them (now’s the time to protect and preserve them for future generations) but cars like these weren’t built to live in a climatecontrolled storehouse all the time, so a few will no doubt be making the odd appearance at select shows and events in the future.

If you see one, head over and soak up the nostalgia; it’s fast Ford motorsport heaven.

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FORDS IN MOTORS PORT L AT E S T U P D AT E S

BRITISH GT CHAMPIONSHIP With three of the nine rounds of the 2021 British GT Championship completed, we look back at how the mighty Mustang suffered at Silverstone and dropped out at Donington Park Words MIKE RYSIECKI / Photos LEIGH JONES

t’s been a challenging season for the Academy Motorsport team and their Mustang GT car.

At the Silverstone 500 in June, the team showed their versatility and speed of execution when a transmission issue between the practice session and qualifying was solved ingeniously and without drama.

Having first thought they would have to completely miss the first GT4 qualifying session, the car made it back on track before the end of qualifying, though there weren’t quite enough seconds in hand to record a time. This meant that the Mustang had to start at the back of the grid for the 85-lap three-hour race.

We have previously explained how British GT runs to a balance-of-performance (BoP) formula to equalise overall performance,

I

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but in addition to BoP, Silver Cup entries like Academy’s Mustang also incur an extended minimum pit-stop time and additional ballast.

Those factors, combined with any previous race success penalties and three pit-stops have traditionally favoured pro-am crews at the 500.

The BoP variables of weight, ride-height and air-intake restriction can be fine-tuned at any time by the SRO sanctioning body, just as they were for Academy prior to Silverstone. Teams don’t expect any favours from BoP tweaking, and despite suffering throughout the weekend with the revised BoP parameters, Academy secured some good points with a seventh-place finish among an extremely competitive field. Remarkably, there were no safety car periods over the entire three-hour race.

After the race, team principal Matt NicollJones, said: “It’s been a tough weekend. Our race was perfect. Both Matt and Will drove superbly, and the team executed three faultless pit stops. Matt and Will were smart and used their racecraft the best way they could. The whole team have been fantastic all weekend. We’re pleased with the result, as we didn’t expect it given the issues we faced, but it’s extremely frustrating for us now with the BoP the way it is.”

If Silverstone was bitter-sweet, the next round at Donington was to prove even harder to swallow. Some relief from the burdensome Silverstone BoP, combined with the Mustang’s favourable brake and tyre degradation characteristics at Donington, gave the team renewed confidence. Both drivers clocked up some extremely competitive qualifying lap

The Mustang has proved it’s got the pace to compete at the front of the pack, but has been involved in unfortunate incidents that haven’t allowed the team to reach their full potential

Three excellent pit stops at Silverstone helped secure a P7 finish

times, with Matt Cowley posting the fastest in his session. On combined times, the Mustang lined up sixth on the grid for the two-hour race on Sunday afternoon.

Will Moore demonstrated his skills with a great opening lap, rising to third place. What followed was not the competitive close racing that we have come to expect from the British GT Championship. This time it was all far too close; three collision-induced caution and safety car periods followed one after another.

Moore briefly held second place before the Gazoo Racing Supra tagged the Rocket RJN McLaren 570S, wiping out the innocent Mustang, which retired from a promising podium position as result of the impact.

By lap 19, the original 23-car field was down to just 13 runners, and all of the GT4 leaders (Audi, two McLarens, Ginetta, Toyota, Aston

The adjusted BoP regulations had an impact on the Mustang’s performance, but the team battled hard and were running P2 at Donington before being taken out

Martin and Mustang) had been removed from the running by collisions.

Matt Nicoll-Jones’s usual composure was strained after the Donington race.

“It’s incredibly frustrating. We have done everything right this year, the whole team work extremely hard between and during every round, and we definitely had the pace at Donington. Yes, we still struggled with the BoP at Donington, but it was certainly better than it had been at Silverstone. To know we had the pace to finish in a very competitive position, but to be taken out in someone else’s accident and to not even have a chance is extremely infuriating,” he said.

So where does this leave the Mustang?

The season is only one-third through, and the championship rewards consistency. The car, the team and drivers have all shown

undeniable consistency in their respective areas. With continued perseverance, that will surely be rewarded. Currently standing in fifth place in the Silver Cup points table, there are plenty of points available to be won to put the team where they deserve.

2021 BRITISH GT CHAMPIONSHIP CALENDAR 8 Aug: Snetterton – two one-hour races 12 Sept: Oulton Park – two one-hour races 17 Oct: Donington Park GP – two hours

RACE RESULTS Silverstone 500: 7th in GT4 class (20th overall) Donington Park: DNF

SEPTEMBER 2021 FAST FORD

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FORDS IN MOTORS PORT L AT E S T U P D AT E S

BRITISH TOURING CAR CHAMPIONSHIP The Motorbase Performance squad battled hard but hit tough luck at their Brands Hatch home Words JAMIE & MB MOTORSPORT / Photos MB MOTORSPORT JAKOB EBREY

he MB Motorsport Accelerated

By Blue Square team headed into race day at Brands Hatch with high hopes after showing strong pace in qualifying ( Jake Hill lining up on the second row), and with Ollie Jackson having proved his ability to forge his way up the order in both previous rounds of the championship.

With greasy conditions greeting the drivers for the opening race, Jake was jumped off the line by a couple of early fliers while Ollie held his position in the midfield. Ollie continued to hold firm and lap consistently throughout the race on the fringes of the points, until a last lap excursion dropped him down the order.

Despite losing places at the start, Jake wasted no time at all in claiming back those positions, passing Rowbottom and Ash Sutton. With Sutton looking racy behind,

T

Jake had to balance between attacking the Hyundai of Tom Ingram in front while keeping Sutton’s Infiniti at bay.

An expert move saw the local favourite overtake Ingram into third and onto the podium, before Rowbottom returned on the charge to drop Jake into fourth – which was where he crossed the line, keeping championship rivals Sutton and Ingram behind, marking a positive start to the day.

Race two started in excellent fashion for Ollie in the #48 Focus. Gaining consistently throughout the race, including a notable move on four-time champion Turkington, Ollie managed to cross the line just outside the points positions, with his sights firmly forward ahead of the final race.

For Jake, the second race of the day promised so much until misfortune struck.

Ollie Jackson was forced to retire when his bonnet latch failed

Jake Hill battled through from P27 to finish P13 in the final race at Brands Hatch

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FAST FORD SEPTEMBER 2021

He was quickly back inside the top three and closing in on the leaders – with another strong points haul on the cards – when Jake’s weekend took a turn for the worse as a puncture caused him to exit the track and forced him into the pits, ending his race.

As race three rolled around, both drivers were looking to leave their mark on the weekend with a final roll of the dice.

Unfortunately, the team’s cruel luck had not ended; Ollie’s race was ruined when his bonnet released freakishly, forcing him into the pits, but the issue was unable to be corrected quickly.

Lining up in 27th position after his unfortunate puncture in race two, Jake returned with a vengeance in the final race of the day. He clawed back five places inside the first two laps, and this soon became nine spots in six laps as he lay just outside the points positions at the half race distance.

Not content with that, Jake continued to forge his way through the field; Jake’s overtaking master-class took him to 13th at the flag and into the points-scoring positions from the back of the field.

Despite suffering their fair share of misfortune, the MB Motorsport Accelerated

By Blue Square squad continue to rack up the points, helping Motorbase Performance to retain second place in the constructors’ championship. Jake Hill also sits fifth in the drivers’ championship, as both drivers look forward to Oulton Park. We’ll bring a full report in the next issue.

Adrien Fourmaux showed he’s a future WRC Champion in waiting with his excellent drive on the Safari Rally Kenya

Gus Greensmith is ever-improving with more time and experience behind the wheel of the Fiesta WRC

WORLD RALLY CHAMPIONSHIP The Safari Rally returns to the WRC calendar, followed by a frantic event in Estonia Words JAMIE & M-SPORT / Photos M-SPORT

-Sport stars Gus Greensmith and Adrien Fourmaux both reached the top-five finishers at the end of the gruelling Safari Rally. A thrilling final day of the event brought five timed stages, and also the Fiesta WRC’s first stage win of the season.

After wildly changeable weather on Saturday, the closing leg was held in warm, dry conditions. Gus Greensmith and co-driver Chris Patterson set off in fifth position on the road with team-mates Adrien Fourmaux and Renaud Jamoul right behind them; through the opening stage of the day Fourmaux began to build a charge towards the front.

The Frenchman was able to run softcompound tyres and capitalised, while Greensmith had suffered punctures on the opening day, eating into his allocation of soft tyres and forcing him to use the hard compound for the closing day.

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On the third test of the day – the 9.71km Malewa stage – Fourmaux lit up the sector times and crossed the line to claim his first ever WRC stage win and the first win of the 2021 season for the M-Sport Ford World Rally Team. His time was 4.1 seconds faster than 2019 world champion Ott Tänak in second.

On the next stage, Fourmaux underlined the Fiesta’s potential by holding the fastest time until the seven-time world champion Sebastien Ogier snatched it back from his fellow countryman.

Despite a late scare when his rear tyre came off the rim at the end of the rallyclosing powerstage, Fourmaux held on to his advantage to finish in fourth place in only his third appearance in the Ford Fiesta WRC. After the celebrations a stewards’ enquiry deemed that Fourmaux had driven too far off the course when cutting a corner on Stage 14 on Sunday morning, resulting in a ten-second

penalty. This meant that the Fiestas retained their positions in fourth and fifth overall, but with Greensmith claiming fourth place by a margin of 0.1s.

A couple of weeks later, the championship headed to the gravel stages of Rally Estonia, where M-Sport scored its fourth top-six finish of the campaign.

Teemu Suninen returned to the WRC car and claimed his best result of the season so far, with sixth place. Gus Greensmith also showed strong form on Sunday’s deciding leg with a flurry of promising stage times.

He achieved his objective of building his limited experience at World Rally Car level by reaching the finish following his retirement on leg one.

Safari star Fourmaux returned to the WRC2 category in Estonia, fighting hard for the final WRC2 podium spot but ultimately having to settle for fourth.

Next up, the WRC heads to Belgium on August 13-15; look out for a full update in the next issue.

RACE RESULTS SAFARI RALLY KENYA Gus Greensmith – 4th Adrien Fourmaux – 5th

RALLY ESTONIA Teemu Suninen – 6th Gus Greensmith – retired Adrien Fourmaux – 4th (WRC2 – 12th overall)

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FORDS IN MOTORS PORT L AT E S T U P D AT E S

Underneath, it’s a rallyspec Escort Cosworth

BRITISH RALLYING Words and photos PAUL LAWRENCE

allycross competitor Mike Manning has branched out into hillclimbing this season with his home-brewed, and very potent, four-wheel-drive Mk7 Fiesta.

Manning regularly competes in rallycross events in France, but with recent travel

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restrictions in place he’s taken the hardcharging Fiesta to hillclimb events at venues like Loton Park and Gurston Down.

Mike, from Carmarthen, had Grant Rees start the project from a road-going Fiesta shell. “It was built for rallycross. Underneath is Escort Cosworth running gear by Julian

Godfrey,” he said.

It is a potent bit of kit but quite a handful on the narrow strips of asphalt that make up British hillclimb courses. With 600bhp and 663lb.ft, it’s a spectacular crowd-pleaser.

“I love putting a smile on people’s faces,” said the flying Welshman.

Sean Brown took two second places at Donington

Gary Pearson took P4 in the Cologne Capri

DUNLOP SALOON CAR CUP Words and photos PAUL LAWRENCE

he Sierra RS500 Cosworths were under attack when the Dunlop Saloon Car Cup ran at Donington Park at the end of June. Sean Brown upheld Blue Oval honour with two second places, but was headed by Simon Garrad’s Nissan Skyline in the first race

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and by Steve Soper in a BMW M3 in the second race.

It wasn’t a great weekend for the RS500s; Mark Wright’s car retired from the lead battle in both races, first with Dave Coyne at the wheel and later with Wright driving.

Paul Mensley had a weekend to forget and

finished his day in the Redgate gravel trap.

Thankfully, the B&G car was on good form.

From the Capri ranks, Gary Pearson bagged a fourth place in his Cologne Capri but Howard Spooner was side-lined in the opening race when a bump with another car damaged the suspension on the RS2600.

Visit our new look website now to buy online with ease

01440 710266 sales@proalloy.co.uk

SCC’s Time A�ack winning Fiesta ST180 featuring our Radiator and Oil Cooler package. As well as Comp Spec Intercooler.

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Use the Hashtag #proalloy to get a feature on our story Owning our own RS MK3 has given us the opportunity to spend countless hours in research and development to get our products to perform to the highest possible standards.

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FF TEC H

FAST FORD

FACTS AND FIGURES Swot up on your Blue Oval knowledge with this little lot…

MODEL

BUILT BETWEEN

ENGINE

POWER

TORQUE

1985-1986

1993cc YBB

204 BHP 205 LB.FT

TOP SPEED 0-60 MPH

PRICE WHEN NEW

PRICE NOW

149 MPH

£15,950

£25,000-£50,000-plus

COSWORTH SIERRA RS

6.2 SEC

SIERRA RS500

1987

1993cc YBD

224 BHP 206 LB.FT

154 MPH

6.1 SEC

£19,950

£60,000-£100,000-plus

SAPPHIRE 2WD

1987-1990

1993cc YBB

204 BHP 205 LB.FT

150 MPH

6.1 SEC

£19,000

£20,000-£30,000-plus

SAPPHIRE 4X4

1990-1992

1993cc YBG/YBJ 220 BHP 214 LB.FT

150 MPH

6.6 SEC

£20,064

£20,000-£30,000-plus

ESCORT T34

1992-1994

1993cc YBT

227 BHP 224 LB.FT

140 MPH

5.9 SEC

£21,379

£30,000-£50,000-plus

ESCORT T25

1994-1996

1993cc YBP

217 BHP 217 LB.FT

140 MPH

5.7 SEC

£23,495

£30,000-£50,000-plus

MK3 XR3

1980-1982

1596cc CVH

96 BHP

110 MPH

9.6 SEC

£5,123

£5,000 to £12,000

ESCORT 98 LB.FT

MK3 XR3i

1982-1986

1596cc CVH

105 BHP 101 LB.FT

118 MPH

8.8 SEC

£6,030

£3,500 to £12,000

RS1600i

1982-1983

1596cc CVH

115 BHP 109 LB.FT

118 MPH

8.7 SEC

£6,750

£10,000 to £30,000-plus

S1 RS TURBO

1985-1985

1596cc CVH

132 BHP 133 LB.FT

128 MPH

8.3 SEC

£9,583

£10,000 to £30,000-plus

S2 RS TURBO

1986-1990

1596cc CVH

132 BHP 133 LB.FT

128 MPH

8.2 SEC

£10,028

£5,000 to £15,000-plus

MK4 XR3i

1986-1990

1596cc CVH

105 BHP 102 LB.FT

118 MPH

9.4 SEC

£7,854

£2,500 to £10,000

MK5/6 RS2000

1991-1996

1998cc I4

150 BHP 142 LB.FT

129 MPH

8.2 SEC

£16,073

£3,000 to £9,000

MK5/6 RS2000 4X4

1993-1996

1998cc I4

150 BHP 142 LB.FT

128 MPH

8.6 SEC

£16,493

£3,000 to £9,000

1998-2002

2544cc Duratec

167BHP 160 LB.FT

140 MPH

8.2 SEC

£21,005

£1,000 to £3,000

MK1 XR2

1981-1983

1598cc Kent

84 BHP

91 LB.FT

106 MPH

9.4 SEC

£5,150

£4,000 to £12,000

MK2 XR2

1984-1989

1596cc CVH

96 BHP

98 LB.FT

112 MPH

8.7 SEC

£5,731

£3,000 to £8,500

MK3 XR2i

1989-1992

1596cc CVH

108 BHP 102 LB.FT

119 MPH

9.0 SEC

£9,995

£2,500 to £6,000

RS TURBO

1990-1992

1596cc CVH

133 BHP 135 LB.FT

129 MPH

7.9 SEC

£11,950

£5,000 to £15,000

RS1800

1992-1995

1796cc Zetec

130 BHP 119 LB.FT

124 MPH

8.3 SEC

£12,712

£3,500 to £9,000

MK5 ZETEC S

2000-2002

1596cc Zetec SE

101 BHP 107 LB.FT

113 MPH

10.2 SEC

£10,820

£500 to £1,500

MK6 ZETEC S

2005-2008

1596cc Zetec SE

98 BHP

107 LB.FT

114 MPH

9.9 SEC

£11,432

£750 to £2,000

MK6 ST (ST150)

2004-2009

1999cc Duratec

148 BHP 140 LB.FT

129 MPH

7.9 SEC

£13,595

£1,000 to £4,000

COUGAR COUGAR 24V FIESTA

MK7 ST (ST180)

2013-on

1596cc EcoBoost 180 BHP 177 LB.FT

137 MPH

6.9 SEC

£16,995

£7,000 to £15,000

MK7 ZETEC S

2008-on

1596cc Duratec Ti-VCT

118 BHP 112 LB.FT

120 MPH

9.6 SEC

£12,595

£1,000 to £8,000

MK7 1.0 140 PS

2014-2016

999cc EcoBoost

138 BHP 155 LB.FT

125 MPH

8.7 SEC

£16,615

£5,000 to £12,000

MK7 ST200

2016-2019

1596cc EcoBoost 197 BHP 214 LB.FT

142 MPH

6.5 SEC

£22,895

£10,000 to £18,000

MK8 ST

2019-on

1497cc EcoBoost 197 BHP 214 LB.FT

144 MPH

6.3 SEC

£20,700

£12,000 to £17,000

GT40

1966-1968

4727cc V8

360 BHP 330 LB.FT

164 MPH

5.3 SEC

UNQUOTED

N/A

GT

2005-2006

5401cc V8 (s/c)

550 BHP 500 LB.FT

205 MPH

3.6 SEC

£120,000

£200,000-£250,000-plus

GT

2017-present

3497cc EcoBoost 647 BHP 550 LB.FT

216 MPH

N/A

£450,000

N/A

FORD GT

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FAST FORD SEPTEMBER 2021

FA S T F O R D FA C T S A N D F I G U R E S

MODEL

BUILT BETWEEN

ENGINE

POWER

TORQUE

TOP SPEED

0-60 MPH

PRICE WHEN NEW

PRICE NOW

ST170

2002-2005

1998cc Duratec ST (Zetec)

171 BHP

145 LB.FT

134 MPH

7.9 SEC

£15,910

£750 to £3,000

MK1 RS

2002-2003

1998cc Duratec RS

212 BHP

229 LB.FT

144 MPH

6.4 SEC

£19,995

£10,000 to £25,000-plus

FOCUS

MK2 ST

2005-2011

2522cc Duratec

222 BHP

236 LB.FT

150 MPH

6.5 SEC

£17,995

£2,000 to £10,000

MK2 RS

2009-2010

2522cc Duratec

301 BHP

325 LB.FT

163 MPH

5.9 SEC

£24,005

£18,000 to £25,000

RS500

2010

2522cc Duratec

346 BHP 339 LB.FT

165 MPH

5.4 SEC

£35,450

£30,000 to £60,000

MK3 ST

2012-on

1999cc EcoBoost 247 BHP

250 LB.FT

154 MPH

6.5 SEC

£21,995

£8,000 to £20,000

MK3 ST TDCi

2015-on

1997cc TDCi

295 LB.FT

135 MPH

8.1 SEC

£22,945

£12,000 to £20,000

182 BHP

MK3 RS

2016-on

2261cc EcoBoost 345 BHP 347 LB.FT

165 MPH

4.5 SEC

£31,000

£25,000 to £30,000

MK4 ST

2019-on

2261cc EcoBoost 276 BHP

310 LB.FT

155 MPH

5.7 SEC

£29,495

£22,000 to £35,000

ST24

1996-2000

2544cc Duratec

168 BHP

162 LB.FT

139 MPH

8.0 SEC

£19,190

£500 to £1,500

ST200

1999-2000

2544cc Duratec

201 BHP

170 LB.FT

141 MPH

7.8 SEC

£22,945

£750 to £2,500

ST220

2002-2007

2967cc Duratec-ST

223 BHP

203 LB.FT

155 MPH

6.8 SEC

£21,745

£1,000 to £3,500

ST TDCi

2004 to 2007

2198cc Duratorq TDCi

153 BHP

266 LB.FT

137 MPH

8.7 SEC

£22,145

£500 to £2,500

ECOBOOST

2015-on

2263cc EcoBoost 312 BHP

319 LB.FT

145 MPH

5.8 SEC

£31,745

£22,000 to £30,000

GT

2015-on

4951cc Coyote

415 BHP

391 LB.FT

155 MPH

4.8 SEC

£35,745

£27,000 to £35,000

RS200

1984-1985

1803cc BDT

250 BHP

215 LB.FT

140 MPH

6.1 SEC

£49,995

£150,000-£200,000

RS200 EVOLUTION

1986

2142cc BDT-E

500 BHP 350 LB.FT

140 MPH

3.07 SEC

unquoted

£225,000 £275,000-plus

1983

1778cc BDT

200 BHP

unquoted

140 MPH

unquoted

N/A

N/A

1.7

1997-2001

1679cc Zetec SE

123 BHP

115 LB.FT

126 MPH

8.8 SEC

£14,550

£500 to £3,000

RACING PUMA

2000

1679cc Zetec SE

152 BHP

119 LB.FT

126 MPH

7.9 SEC

£22,750

£8,000 to £15,000

1982-1985

2792cc Cologne

150 BHP

161 LB.FT

130 MPH

8.0 SEC

£9,656

£3,500 to £10,000

MONDEO

MUSTANG

RS200

RS1700T RS1700T PUMA

SIERRA XR4i XR4X4

1985-1988

2792cc Cologne

150 BHP

161 LB.FT

125 MPH

8.4 SEC

£11,914

£3,000 to £9,000

XR4X4

1989-1993

2933cc Cologne

150 BHP

172 LB.FT

129 MPH

8.2 SEC

£14,706

£2,500 to £9,000

XR4X4

1990-1993

1998cc I4

124 BHP

128 LB.FT

119 MPH

9.7 SEC

£17,330

£1,000 to £5,000

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FF TEC H

10 M I N U T E T E C H

ENGINE OILS Far more than just a lubricant, modern motor oils are very complex blends that are vital to the overall health of an internal combustion engine. To find out more, we spoke to LIQUI MOLY’S Oliver Kuhn, as he explains just why this versatile fluid is so precious and needs to be considered with utmost care

WHAT DOES ENGINE OIL DO? Although the main task of engine oil is to lubricate things, it also has many more jobs: it cools the engine components; it removes deposits and transports them to the oil filter; it seals the piston rings; and it protects the metal surfaces from corrosion.

WHAT DO THE DIFFERENT GRADES OF OIL MEAN? There are many different grades of oil available, and the most common measure to differentiate them still is the viscosity (e.g. 5W-30).

However, this is a little outdated these days. In the past, viscosity was the defining factor to keep different oils apart, but today the world of oils has become far more complex, and viscosity is just one of many factors to consider. More important in modern engines, are the specifications issued by associations such as API, ACEA and ILSAC, or by the car manufacturers themselves.

WHY ARE THERE DIFFERENT SPECIFIC MANUFACTURER GRADES OF OIL? Because different manufacturers follow slightly different approaches to engine technology; this results in different requirements for the engine oil. It’s best to think of modern engine oils as spare parts designed to fit specific applications, rather than as general lubricants.

A modern engine needs an oil that precisely meets a strict set of requirements. Pouring in the wrong oil is like installing an incorrect replacement part. The crucial difference here is that there is a safety net when trying to fit the wrong physical parts – they just won’t fit. However, when you pour in the wrong oil you won’t notice immediately, so you need to be sure you’ve got a suitable product to begin with.

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FAST FORD SEPTEMBER 2021

ARE ALL ENGINE OILS THE SAME?

Are all cars the same?

Of course not. The same applies to engine oils. There are many similarities but there are also many differences. The most obvious one is the different viscosities. Then there are the different ingredients: mineral or synthetic base oils, plus the many different additive packages. Their combination leads to a multitude of different oil properties, adapted to the individual requirements of the different engine technologies. Therefore, you need a specific oil to suit a specific engine.

L I Q U I M O LY A D V E R T O R I A L E N G I N E O I L S

WHAT’S IN AN ENGINE OIL? Engine oil consists of two main ingredients: base oils, and the additive packages. Base oils are what you would typically describe as the actual ‘oil’. There are many different types of base oil, but the true performance of a modern engine oil comes from the additive packages. It is these that protect the engine from wear, keep it clean, protect from corrosion, suppress foaming, and define the viscosity range.

These additive packages make up to 30 per cent of the total oil volume and are crucial for the engine oil. Without the additive packages, an engine running plain base oil would suffer severe damage after just a few miles.

WHAT’S THE DIFFERENCE BETWEEN MINERAL AND SYNTHETIC OILS? Mineral oil is the traditional type of oil that’s refined from crude oil; it’s cheap, but it’s made up of various different chemicals. This reduces the performance of the oil itself, as well as the performance of the additive packages too.

Synthetic oils, on the other hand, offer much better performance. This is because they are not simply refined from crude oil, but are newly created on molecular base.

Synthetic base oils don’t look like traditional oils (they are clear), and they don’t have that distinctive oily smell either – in fact, they don’t really smell of anything.

Almost all new motor oils for cars are made from a synthetic base oil, purely because mineral oils cannot deliver the required performance.

HOW DO QUALITY OILS DIFFER FROM CHEAPER ONES? In term of performance and quality. Premium oils can be used for extended oil change intervals if the car manufacturer allows this – typically this doubles the oil change interval without compromising the engine.

Quality oils, like the ones from LIQUI MOLY, are usually approved by the respective car manufacturers; it’s not just us saying the oil meets certain specifications, but the manufacturer has tested and officially approved it for use in their engines too.

I’VE TUNED MY ENGINE, SHOULD I USE A DIFFERENT OIL? This depends on how much you’ve modified things in the engine. Usually, it’s not necessary to change the oil technology, and you are well advised to adhere to the manufacturer’s instructions. If the manufacturer’s specifications allow for multiple viscosity grades, you may want to pick the higher one.

Great choices for tuned engines are our SPECIAL TEC F 5W-30 for older engines, and our Special Tec F Eco 5W-20 for newer EcoBoost engines; both oils cover a wide range of specifications.

However, if the modifications have changed things significantly from the factory specs, then a different oil may make more sense – your engine builder will be able to advise.

CAN A DIFFERENT OIL REALLY GAIN ME EXTRA HORSEPOWER? An oil can’t physically gain you any power, but it can certainly help you lose less through frictional losses.

Using oil with special wear protection – like our Molygen series – reduces the friction so the engine consumes less power; resulting in more of it being translated to the road.

WHAT CAN I DO TO KEEP MY OIL IN GOOD HEALTH? The worst thing for engine oil is doing lots of short-distance trips: cold starts mean increased wear; unburnt fuel gets into the oil; and the oil never reaches its operating temperature, so the fuel in the oil does not evaporate, but instead the problem continues to get worse.

In fact, this puts a greater stress on the oil than racing on a track does. So, if you drive lots of short-distance trips, take your car for a longer drive every now and then.

Also, when you change oil it’s a good idea to clean the system with LIQUI MOLY Motor Clean first; this quickly and effectively dissolves deposits in the oil cycle, which then are drained together with the used oil. The fresh oil gets into a clean system and can deliver its full performance.

WHO ARE LIQUI MOLY? LIQUI MOLY is a German-based company specialising in oils, lubricants and additives.

The company’s focus is strongly on quality, because it does not want to be the cheapest but strives to be the best. LIQUI MOLY produces its oils and additives exclusively in Germany, and offers a huge product range: over 4000 items involving automotive chemicals. As well as oils and additives.

LIQUI MOLY also offers car care, underbody protection, service products such as brake cleaners and rust solvents, as well as a series of professional tools and cleaners.

For details on the full range of products, and for a handy guide to find the correct oil for your car, head to the website. www.liqui-moly.com

SEPTEMBER 2021 FAST FORD

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BUYER’S GUIDE

FOCUS RS MK1 Tipped to be the next big Blue Oval investment, the firstgeneration Focus RS is a fantastic fast Ford that’s as great to drive as it’s gorgeous to behold. Here’s how to grab what Ford called ‘the closest you can get to a road-going version of Colin McRae’s Focus World Rally Championship contender’ Words DAN WILLIAMSON

WHY YOU WANT ONE… ■ Few cars have this heritage – designed to celebrate Ford’s WRC success, developed by SVE, and tested by rally heroes Colin McRae and Carlos Sainz.

■ The perfect everyday investment – its value will rise even while miles are piled on, and you won’t spend your journeys to shows waiting for it to break down.

■ A real driver’s car, it’s a hardcore warrior that’s happy on road or racetrack – and its legendary handling lets it run rings around much more powerful modern machines.

WHY YOU DON’T… ■ Rust is a real problem for the Mk1 Focus, and the RS’s unique panels make restoration costs impressively pricey.

■ No longer cheap (or even affordable), this driver’s car is increasingly being tucked away in collections instead of being thrashed.

■ Too modern and shouty to be considered a classic, yet for many buyers too precious to be an everyday driver – despite great practicality.

HOW MUCH TO PAY PROJECT: £8000 TO £14,000 Most ropey RS Mk1s have been stripped and scrapped or restored, but breakers in bits could dip down to £5k. A running car needing bodywork will be £10k, and tatty/high-mileage examples with MOT will top this budget.

IDENTITY Fakes are out there – worth massively less money.

Check yours is the real deal before even viewing it by visiting the online FRS Build List and Mk1 Focus RS Owners’ Club. All RSs had a serial number on a centre-console-mounted badge, so it’s usually simple to trace the history of any particular car.

But don’t neglect the usual checks, including a report for outstanding finance and whether or not the Focus has been stolen or written off.

Ensure the number on the logbook matches the VIN plate (on the slam panel), the digits stamped into the driver’s-side floor (beneath a flap in the carpet) and a tag on the nearside of the dashboard (visible through the windscreen when viewed from outside). Using an OBD code reader should also confirm the VIN on the car’s ECU. For any Focus RS Mk1, it should read WF0BXXGCDB, followed by seven characters unique to the car.

An RS should also display a matching VIN on stickers beneath the back seat, on the front panel, and rear suspension arms. The engine number should also correspond.

Needless to say, a real RS will have steel (not fibreglass) front wings and rear quarters. Its build date should be between September 2002 and December 2003.

Don’t worry about getting a so-called phase one or phase two – the differences (extra stitching on the front seat bases, a pink grommet on the throttle cable, ‘engine start’ stamped around the starter button, and software remap) may have been fitted to an early car under warranty.

Finally, aim to get a full service history, accompanied by a pair of keys with matching alarm fobs, and the original (rare and valuable) RS leather-clad handbook.

GOOD: £14,000 TO £20,000 The bulk of RS Mk1s hover here, with price reflecting mileage and condition. Beware of rotters masquerading as minters, and bear in mind a repaired write-off is worth a third less than a non-Cat C/D/N/S equivalent.

CONCOURS: £20,000 TO £30,000-PLUS Here you’ll want a standard car (or mild mods) with excellent original or restored bodywork and less than 40,000 miles. Thirty big ones will bag a sub-15,000-miler, while delivery-mileage RSs could command £40k or more.

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VIN plate on the slam panel

VITAL STATISTICS MADE 2002 to 2003 PRICE WHEN NEW £19,995 POWER 212bhp @ 5500rpm TORQUE 229lb.ft @ 3500rpm TOP SPEED 144mph 0-60MPH 6.4 seconds

B U Y E R ’ S G U I D E F O C U S R S M K1

HISTORY MARCH 1998 Ford Focus launched at the Geneva motor show as an Escort replacement, featuring all-new platform, bold New Edge styling, ergonomic cabin and Control Blade rear suspension.

OCTOBER 1998 Ford Focus introduced into the UK. Range of engines includes Zetec petrol units in 1.4, 1.6, 1.8 and 2.0 capacities. Handling is highly praised, despite no sporting Focus being offered.

OCTOBER 2001 Facelifted Focus appears, commonly referred to as Mk1.5, with mildly revised styling, new headlamps and trim options.

Refurbished steering wheels are available

Phase two had extra horizontal stitching

INTERIOR Neglect will show up in the cabin. Scuffed plastics, tears and holes are a sure sign of unsympathetic owners. But even lowmileage examples have rattles, and the upholstery wasn’t great quality from new – front seats (despite Sparco logos, they’re Ford frames with fancy covers) often look saggy, and the stitching comes undone.

The leather steering wheel gets tatty with age, but the Mk1 Focus RS Owners’ Club sources top-notch repairs.

Check the carpets for rips, especially in the rear footwells. Feel for damp in the passenger-side front footwell; if it’s wet, the pollen filter seals are probably leaking, letting in rainwater and potentially leading to corrosion. Ensure the RS over-mats are in place because they’re pricey to replace.

11 FEBRUARY 2002 ST170 production begins at Saarlouis, Germany as three-door or five-door hatchback.

MARCH 2002 RS spec was pretty sparse (lacking climate control or heated windscreen) but many have simply been retrofitted with ST70 gadgets such as map reading lights and wiper stalk, which adds adjustable intermittent delay. Some also have the ST centre console with cup holders, which needs the carbon fibre surround to be swapped – not always a neat job.

Look out for minor electrical issues such as central locking and electric window motors – they’re shared with other Mk1s, so no big deal. The rear windscreen wiper may be faulty, generally due to wiring or relay problems. The six-disc CD head unit is notoriously fickle, and prone to draining the car’s battery. Aftermarket additions reduce value but increase practicality.

ST170 launched in UK as three-door or five-door hatchback with 2.0-litre engine, six-speed gearbox, 7x17in alloy wheels and half-leather sports seats.

4 SEPTEMBER 2002 Focus RS production begins at Saarlouis, Germany, based on regular Focus three-door but with 521 unique WRC-inspired components. Specification includes turbocharged 2.0-litre Zetec E engine (badged Duratec RS), MTX75 gearbox with Quaife ATB differential, uprated suspension, Brembo brakes, 18in OZ alloys, wide wheelarches, bodykit, Imperial Blue paintwork, black/blue Sparco-badged seats and steering wheel, plus individually-numbered plaque.

OCTOBER 2002 Focus RS introduced in UK. No optional extras are offered.

MID-2003 Revisions introduced gradually, including pink grommet on the throttle cable, ‘engine start’ stamped around the starter button, extra stitching on front seat bases, and a AF instead of AE engine management software. Such cars are colloquially known as phase twos.

11 DECEMBER 2003 RS production ends, after 4501 built (2147 supplied to the UK).

Imperial Blue was a mandatory colour, although prototypes were built in black and white

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ENGINE Duratec RS engine is basically a low-compression 2.0-litre Zetec E with a Garrett GT 2560LS turbo and chargecooler bolted on. Power was quoted as 212bhp but most had more. Early cars had AE-type software on the EEC-V engine management, which suffered cold-start problems, whereas the later AF map tends to misfire at 5000rpm. Both are inferior to a decent aftermarket map, which should give 270bhp and smoother running.

High mileage isn’t a concern. Cam belt swaps are due at ten years/100,000 miles, so check the service history.

But it’s not invincible. Listen for nasty noises, and beware of blue smoke from the exhaust, suggesting blown turbo oil seals. The turbo is also prone to leaks from the oil return pipe, split breathers, and weak actuator.

Check for rusty water marks from the thermostat housing, which could be cracked or have a seeping seal. Look for leaks from the water pump – it’s a five-bolt fitting, which comes with a whopping price tag; refurbished pumps are available but still costly.

The coolant pipe within the offside wheelarch also leaks, eventually rotting away and causing the

engine to overheat. Heater hoses are notorious for splitting, especially around the matrix; replacements aren’t available from Ford, but black factory-look silicones are a great upgrade.

Inspect the chargecooler pump: with the engine running, ensure it’s squirting water into the reservoir (mounted against the bulkhead). Ford pumps are expensive, but Bosch replacements are available. Chargecooler hoses are rare (check its condition, behind the front bumper), and worn bushes cause it to rattle against the fuse box; polyurethane replacements are ideal.

If you’re buying a big-power RS, be sure to check the owner’s receipts are from a reputable tuner; more than 300bhp needs an uprated turbo, an upgraded fuel system is essential for 340bhp, while 380bhp requires modified engine internals.

Duratec RS is simply a tough, turbocharged Zetec

TECH SPEC

FOCUS RS MK1 ENGINE 1988cc four-cylinder 16V DOHC Duratec RS with forged pistons and connecting rods, 8:1 compression ratio, uprated oil system with oil-spray nozzles and oil cooler, modified valve seats, sodium-filled exhaust valves, uprated valve springs, Garrett GT2560LS watercooled turbocharger, 1.2 bar maximum boost, redesigned throttle body and induction system, water-cooled intercooler, high-capacity water pump, uprated cooling fans, Ford EEC-V engine management, high-flow injectors, uprated fuel pump and fuel pressure regulator, recirculating dump valve, large-bore exhaust system TRANSMISSION Uprated MTX75 five-speed gearbox with revised ratios, Quaife Automatic Torque-Biasing differential, uprated driveshafts, AP Racing uprated clutch, Sparco aluminium gear selector with quickshift SUSPENSION Front: MacPherson struts with uprated, 25mm-lowered coil springs and Sachs dampers, 65mm increased track, uprated lower A-arms with unique hydro bush, revised negative camber, 18mm anti-roll bar, enlarged hubs, revised steering mount bushings; rear: stiffened rear multi-link suspension with Sachs dampers, increased track, uprated bearings, revised negative camber and anti-roll bar BRAKES Front: Brembo four-pot front callipers and 324mm ventilated discs; rear: solid 280mm discs; custom-configured Bosch ABS WHEELS & TYRES OZ 8x18in alloy wheels with 225/40x18 Michelin Pilot Sport tyres EXTERIOR Focus three-door bodyshell with wider front wings and rear quarters in pressed steel, polypropylene RS front and rear bumpers, side sills and roof spoiler, unique headlamps, Hella front fog lamps, Imperial Blue metallic paintwork INTERIOR Ford/Sparco leather-and-Alcantaratrimmed seats in black and blue, rear bench trimmed to match, black and blue four-spoke leather steering wheel with oversteer indicator, Sparco aluminium handbrake handle, gearknob and pedals, carbon-fibre centre console with starter button, blue instruments with boost gauge and change light, centre-consolemounted plaque with build number, aluminium door handles, stainless RS scuff plates, RS front mats, air conditioning, six-disc in-dash CD player

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“A real driver’s car, it’s a hardcore warrior that’s happy on road or racetrack”

Check for rattles

B U Y E R ’ S G U I D E F O C U S R S M K1

SUSPENSION AND BRAKES Test-drive any RS. Even from the passenger seat, you should be able to feel the Focus is taut and precise on the twisty bits; if it’s not thrilling, there’s something wrong.

Standard Sachs shock absorbers tended to knock, even when relatively new; replace with OE unless you’re serious about track use. Check for snapped coil springs, and avoid an excessively lowered car; 25mm lowering springs are considered ideal.

Factory-fitted bushes are particularly prone to failing, resulting in clonking on rough roads.

Polyurethane replacements resolve the problem of finding obsolete OE bushes, and sharpen the handling too.

Knocking from the front could be due to anti-roll bar drop links or bottom ball joints; RS suspension arms are no longer available but they can be rebuilt with new ball joints and bushes, or RS-specific parts can be fitted into ST170 arms.

Rusty subframes are common, especially at the back. Refurbishment is feasible, and stock Focus parts – even the frame from a Mk3 Focus – will fit, providing you retain the unique RS arms and bearings. Wheel bearings are prone to rumbling, and proper RS parts are pricey – but the fronts can be swapped for heavy-duty Mondeo types.

RS front brakes were Brembo four-pots with 324mm discs as standard, which work well unless you spend time on track. They tend to squeal, and have a habit of suffering with age. Refurbishment is the solution, mated to decent pads.

Rear brakes were shared with the ST170, having 280mm solid discs and floating callipers; they tend to seize on the handbrake mechanism, but reconditioned replacements are available off-theshelf. Jack up the car and spin the wheels to check.

OZ alloys retained the WRC theme

WHAT DO I NEED TO KNOW? HOW MUCH DOES IT COST TO INSURE? Insurance group 34 means the Focus is affordable, but the RS badge and limited parts availability means most mainstream insurers won’t do you any favours – whether on your premium or in the event of a claim. It’s far better to seek a specialist broker for an agreed-value/ limited-mileage policy with added track day cover.

WHERE DO I FIND ONE? Begin by contacting the Mk1 Focus RS Owners’ Club, where members almost certainly know of any suitable cars for sale; every Focus RS was uniquely numbered, and the online FRS Build List will include useful history of your prospective purchase. Classic and/or online auctions are a good source for the RS Mk1, as are specialist car dealers – especially for a concours example.

HOW MUCH DOES IT COST TO RUN? It’s remarkably frugal if you take it easy, and components shared with the common-or-garden Focus cost peanuts.

But drive hard or need RS-specific parts, and your bank balance will begin to hurt.

WILL VALUES RISE OR FALL? At the time of writing they’re on the rise.

But the Focus RS Mk1 was the first Ford bought by investors in large numbers, so low-mileage museum pieces might plateau when every collector owns one…

SHOULD I MODIFY IT? A little. The RS drives superbly as standard, but comes alive with a Stage 1 remap, and a few Ghia/ST170 gadgets add a little luxury to the cabin.

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KEY POINTS IDENTITY Beware of fakes and ringers. Before buying, be sure to contact the Mk1 Focus RS Owners’ Club and cross-check the car’s serial number with the online FRS Build List.

CONDITION A ropey RS is easy to spot – if it’s been abused or neglected, the bodywork and interior will look tired, and crucial RS components could be missing, Unless it’s cheap, walk away.

BODY Rotten RSs are worryingly common – especially around the sills, front wings and inner wheelarches. RS wings, rear quarters and front bumpers are rare and reassuringly expensive.

EXTERIOR Focus Mk1s like to rot, and the RS is no exception; even most cared-for examples have needed work.

Luckily, most panels are shared with the regular three-door Focus, so they’re cheap to replace.

RS-specific parts are the exact opposite, and large panels – such as the widened steel rear quarters – are no longer available new.

Look for corrosion around the doors, tailgate, fuel filler and sills – a particular problem area because muck gets trapped behind the bonded side skirts; removing the skirts usually reveals rot at the lower edges of the front wings. The solution is to use a standard Focus wing, cut off the bottom section and stitch it to the RS flared wheelarches.

Crucially, inspect the inner wheelarches, front and rear. Up front, you’ll need to remove Stock lamps had chrome indicator caps

TEST DRIVE Any Mk1 RS should feel alive – pin-sharp on corners and genuinely quick in a straight line. Avoid anything that feels floppy or sluggish to drive. If it’s not amazing, it’s not the car for you.

the wheelarch liners and check for rotten inner wings, behind the struts. In the boot, peel back the carpeted sections and examine the floor, including beneath the back seat.

The bonnet is a standard Mk1 part, and may be rattling if its supports have separated from the underside; rebonding is an easy task. The RS front grille is expensive, easily broken, and sometimes swapped for a cheaper ST170 or Collection grille instead – so watch out.

RS headlamps were unique because they had chrome caps over the usual orange indicators; if needs be, carefully splitting a standard lamp apart allows you to convert it to RS spec with the caps.

RS indicators are trickier to find – and even the retaining screws are silly money from Ford, but J9 Performance Parts now offer cheaper alternatives.

Imperial Blue paintwork was compulsory on every factory RS, so any other colour means the car has either been resprayed, wrapped or reshelled.

Original paint always had an orange-peel finish, but it’s prone to stone-chips, so expect to see some signs of rectification. Front bumpers are rare (ensure they’re not fibreglass), as are splitters.

Replacements are, of course, pricey.

CLUBS

MILEAGE Looking for the lowest-mileage Mk1 Focus RS out there? Be prepared to empty your wallet. The RS has been an investors’ favourite since it was new, so there are loads of concours contenders around, fighting for top money.

MK1 FOCUS RS OWNERS’ CLUB www.mk1focusrsoc.com

FRS BUILD LIST www.focusrsbuildlist.co.uk

FORD FOCUS OWNERS’ CLUB www.ffoc.co.uk/forum

TRANSMISSION Quaife ATB (Automatic Torque Biasing) differential gave the RS its reputation for pin-sharp response but somewhat rowdy behaviour; on the test-drive, you’ll notice a tendency to tramline and follow road cambers, but later cars had less-aggressive differentials, so it could be worth trying out a couple of cars before buying.

The diff is durable, and the MTX75 five-speed gearbox – uprated for the RS with close ratios and shot-peened cogs – is unlikely to be exhibiting much wear. Check for crunching when changing gear (suggesting synchromesh failure thanks to hard driving) or terminal whining – possibly the result of allowing the transmission fluid to overheat; trackbuilt RSs are often fitted with gearbox oil coolers to avoid problems.

The stock RS clutch can handle 300bhp, but will start to slip with abuse or high mileage. Check it isn’t slipping under load – especially on boost. Big-power cars will generally have a paddle clutch, which will give your left leg a good workout in traffic.

RS OWNERS’ CLUB www.rsownersclub.co.uk Find out more from the Mk1 Focus RS Owners’ Club

SPECIALISTS MORES MOTOR COMPANY www.moresmotorcompany.co.uk

APPRECIATING CLASSICS www.appreciating-classics.com

KGF CLASSIC CARS www.kgfclassiccars.co.uk

COLLINS PERFORMANCE www.collinsperformance.com Balls of steel.

Well, alloy...

OC MOTORSPORT www.oc-motorsport.co.uk

PUMASPEED www.pumaspeed.co.uk

WHAT WE SAY JAMIE, EDITOR: “When it was launched, I wasn’t a huge fan of the Mk1 Focus RS, but I must admit the car has grown on me in recent years.

A lot. That’s because it’s a real driver’s car.

“Despite rising values, I’d have to modify one at least a little – remap, exhaust, air filter and chargecooler under the bonnet – and I personally really don’t like the factory blue-and-black seats, but I do think Recaro Sportster CS buckets from the Mk2 look perfect when fitted in the Mk1, so I’d have to fit those too. The Focus RS is car built to be enjoyed, so ultimately that’s what I’d want to do with one.”

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DEMON PERFORMANCE CENTRE

DAN WILLIAMSON, CONTRIBUTOR: “This isn’t the first time I’ve thought about buying a Focus RS Mk1, and it won’t be the last. There’s something about the Imperial Blue paintwork, wide arches and 18in alloys that improves every time you see one.

“But, more importantly, I love the way the RS drives, especially with a cheeky remap. It’s the perfect blend of a frantic old-school hot-hatch and a modern, practical and fast daily. I’d fit H&R springs and a few ST170 gadgets, but other than that I’d just drive it and enjoy the investment.”

www.demonperformancecentre.co.uk

SCC www.focusrsparts.co.uk

SABRE TUNING www.sabre-tuning.co.uk

FURTHER INFO

For more information on the Focus RS Mk1, check out this in-depth buying guide from www.fordbooks.co.uk: Ford Focus Mk1 RS & ST170 Essential Buyer’s Guide: £12.99

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THE GREATEST SHOWROOM Housed in a gleaming home showroom, Adam Smith welcomes us to his astonishing collection of fast Fords Words DAN BEVIS / Photos JASON DODD

he idea of the dream garage is something that a lot of us have idly chalked up somewhere at the back of our minds. Real life can often get in the way of building up a collection of the motors we’ve forever dreamed of owning, but there’s always the chance that one lucky Friday night your numbers might come up on the EuroMillions,

T

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and you’ll then be ideally placed to scoop up those iconic treats and generally win at life.

It doesn’t have to take a lottery win, of course. You don’t have to buy all the cars at once. Playing the long game is the key to success, like Adam Smith has done here; by channelling funds into the realisation of his lifelong automotive dreams over a number of years, he now finds himself with a stellar

collection of fast Fords, with a clinically white personal showroom to house them all in.

The stuff of dreams? Sure, and Adam’s living it. Regular readers will have seen his extraordinarily high-spec Escort RS Cosworth, which recently graced the cover of the June issue (if you didn’t, grab a back issue from shop.kelsey.co.uk for the full feature on an incredible car). But with the quality and

DREAM GARAGE

OWNER SPEC

ADAM SMITH AGE 33 JOB Full-time dad FIRST FORD Series Two RS Turbo FAVOURITE FORD SHOW OR EVENT? Ford Fair TRACK DAY OR SHOW & SHINE? Track day LESSONS LEARNT FROM THIS PROJECT? “Be patient, and stick to the budget and the plans” WHAT’S NEXT “Engine-swap my Mk1 Transit from diesel to Essex V6”

diversity of the rest of the collection, we just had to bring you a taster of the other Blue Ovals in the Smith household.

The reason for Fords being in Adam’s blood? Well, as is so often the way, it’s familial ties that forged the lifelong passion and yearning.

He explains, “My dad always had Fords. I got my first one when I was 18 – a Series Two

RS Turbo. A whole lot of happy memories of that car.”

Now 33, Adam’s got his name inked on the V5s of all the cars he could have dreamed of when he was a teenager. The collection really began in earnest back in 2014, when he bought the Escort Cosworth, which had always been his childhood dream machine.

And it seems that the giddy thrill of ticking

a life box was too addictive to resist. From then on, life became geared towards building up the collection you see before you, and it hardly needs pointing out that this guy is something of a perfectionist.

It’s not enough to own examples of the right cars on the wish list, but each has to be in outstanding condition and ready for regular (and enthusiastic) use.

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MK1 TRANSIT Adam has owned the Rallye Sport replica Transit for around eight years, and has carried out the odd upgrade here and there, including a spot of rechroming and a thorough spruce up of the interior. The major works have been sitting on the back burner, although there’s a clear plan in mind for this one, which should help to fulfil the Transit’s original utilitarian purpose; it’s a workhorse by nature, no matter how clean it may be, and the ultimate idea is for this van to act as the tow mule for the Mk1 Escort RS2000 rep that’s currently in-build. And for it to properly fulfil those duties, it’ll be needing a heart transplant.

Adam says, “It’s running a diesel engine at the moment, which can go in the bin when the van gets an Essex V6 conversion. The van was originally purchased from a guy in Scotland; my dad got a flight up there and drove it back to London in one hit – it didn’t miss a beat.”

At the moment, the Transit’s exercise comes in the form of runs to local shows, where it always goes down well with van fans. But its fundamental purpose will be totally shifted once the V6 motor goes in and it has a road-racer to tow around.

QUICK SPEC Period-style works livery, rechromed trim, impending Essex V6 swap

Classic Transit will swap from dirty derv to silky Cologne

Wood-rim wheel is authentic ‘65 spec

Series Two is pretty much showroom-fresh

SERIES 2 ESCORT RS TURBO Adam tells us, “Unfortunately, my Series One RS Turbo isn’t here today for the photographs, as it’s having a new engine loom and management fitted. But here’s the Series Two.” There’s a strong emotional connection with this car, given that another S2 RST was the first fast Ford he’d ever owned and, in a sense, is the model ultimately responsible for all you see on these pages. This particular Series Two has been in Adam’s possession for a little over two years.

He readily admits he hadn’t been planning on buying one, but it was owned by a friend for a very long time and had been in storage; when it came up for sale it was simply too good an opportunity to pass up.

It doesn’t get used a huge amount on the road, but it does enjoy the odd track day at Brands Hatch, where its mildly modded spec makes it a thoroughly entertaining steer. It’s impressively original, save for those minor mods, and there are no plans to erode that originality too much – this RST is outstandingly clean; a real survivor.

QUICK SPEC Pro Alloy intercooler, Stage 1 chip, upgraded exhaust and induction

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Surely the centrepiece of everyone’s dream Ford collection?

Bin fodder

Low-profile rubber gives the Mex its stance

DREAM GARAGE Retro Transit trio seating

MK1 LOTUS CORTINA A proper classic hero, this one. The Lotus Cortina is such a legend in old Ford circles that countless Mk1s have been painted in Ermine White and Sherwood Green in tribute to the original twin-cam headbanger – but this is very much the real deal.

Adam explains, “This car was owned by my dad; he bought it about nine years ago. It had previously belonged to an older gentleman who had it on loan to the Lakeland Motor Museum. When it came off loan and was returned to him, he decided to sell it on. The car is almost totally original, with only a few slight modifications such as the alternator – just to make it a bit more user-friendly, because all the cars I own get regularly used.”

Aside from the odd logical (and, of course, reversible) concession to modern usability, the Cortina is almost time-warp fresh, right down to the original logbook in the history file. You know how good a car needs to be for it to be recognised as museum-quality, and this ’Tina really fits the bill with its slender wooden steering wheel, Lotus badges and dishy steel wheels with smoothie hubcaps. A period-perfect slice of the Sixties.

QUICK SPEC 1965 Lotus Cortina, new alternator

MK1 ESCORT MEXICO If you thought the cool classic appeal of the Lotus Cortina was impressive, wait till you get a load of this Sebring Red Mk1 Mex. Yes, it’s a real one – so many dog-bone Escorts have had spurious Mexico stripes gummed to their flanks over the years, but this one is the genuine article. It even has its original AVO stone guard.

“I bought this Mexico from a family friend, who had owned the car for many, many years but had decided to put it up for sale due to storage issues,” says Adam.

This was five or six years ago, at which point Adam paid £18,000 for it – and you probably don’t need us to tell you which way the values of classic Fords have been going. “I recently had it valued at £30,000, and I’d consider selling this one when my Mk1 RS2000 rep is complete,” he says.

That makes sense when you consider Adam is adamant that all the cars in his collection get regularly driven; as much as the Mexico is a true-blue driver’s car, it’s easy to be nervous when you’re cruising around modern roads in something so likely to appreciate in value. Looks truly outstanding in his beautiful garage, though, doesn’t it?

QUICK SPEC 1974 Escort Mexico

Saucy bits under the bonnet

Custom Pack wooden dash

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MK1 ESCORT RS2000 REP

Tough as oldschool boots

SAPPHIRE RS COSWORTH When it comes to Cosworths, it’s no secret that Adam can get a bit carried away in terms of amping up the specs, and that’s very much the case with his Saph.

The engine is now running a solid 500bhp, and that’s thanks to it sporting a roller-bearing T4 turbo with GT front housing and Maram shaft, BD14/BD15 cams, ported head with double valve springs, machined Mahle pistons, Siemens 83lb injectors, and a whole host of upgrades from the Pro Alloy catalogue. It’s all managed by a Level 8 ECU with anti-lag and launch control, which obviously makes it a bit of a giggle, and the visuals are sufficiently brutal to take the classic touchpoints and bring the booted RS into the modern era. It’s got the classic Mongoose system, the 17in OZ Racing wheels,

the full Southend-seafront-circa-1997 vibe. And yes, retro Cossie fans, it is sitting on adjustable Konis with Ahmed Bayjoo springs, just as it should be – and with a full poly-bushing throughout, along with uprated discs and pads with braided lines, the chassis has been sufficiently spruced up to deal with all the modern mayhem. It’s the perfect accompaniment to the Escort RS Cosworth in the collection; whereas the EsCos features all sorts of modern upgrades, this Saph is all about the old-school.

QUICK SPEC Custom T4 turbo, Level 8 ECU with launch control, 17in OZ Racing wheels, Koni adjustables and Ahmed Bayjoo springs

In such a fabulous collection, it’s always going to be nearimpossible to pick a favourite, although we suspect this Mk1 Escort project is the one Adam’s really getting excited about.

“I’m building it as an RS2000 replica in Olympic Blue, which is going to be fitted with a YB turbo engine,” he grins. And he’s right to grin, because this is no ordinary YB, but a built motor put together by Martin at Reyland Motorsport. The high-spec lump is capable of 500bhp, although in this project it’ll be dialled in at about 350bhp to ensure everyday usability and reliability. Yep, that’s right, it’s going to be the family’s daily runabout.

The specs are pretty formidable too: “There’s a sixlink conversion at the back with a baby Atlas axle, along with Gaz coilovers and AP brakes all round. I’m going to try to keep the car as close to an original RS2000 look as possible, and I’ll be keeping the rear seats, which will need to be modified to clear the six-link setup – as we’ll need to be able to carry my children in the back. Out of all of the vehicles in the collection, this will be the one that gets used the most as a daily driver.”

QUICK SPEC Reyland-built Cosworth YB turbo, six-linked, AP brakes, Gaz coilovers

ESCORT COSWORTH You can read the full feature on Adam’s amazing EsCos in the June issue of Fast Ford, but to briefly summarise, it’s a blend of all the best motorsportinspired hardware you could ever hope to find, all wrapped up in the glorious styling of the Escort Cosworth. It’s like a modern-day Group A rally car, only it’s got the ground-breaking 700bhp YB motor from the legendary Reyland Motorsport Escort Cosworth under the bonnet and fancy Nissan Skyline centre diff too.

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FAST FORD SEPTEMBER 2021

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103

FORD ESCORT

FORD FOCUS

FORD MONDEO

2019, 29523 miles, £13,800. Ford Focus Zetec Ecoblue, 1499cc, diesel, manual, 120 2019 on 19 reg, grey, electric windows, radio, seats are in perfect condition. Floor in perfect condition, inside

2000, 107000 miles, £600. 1.6 Finesse.

Mechanically sound, body work and interior needs attention, 6 months MoT. would be an ideal restoration project, one owner from new. Please call 07376 562228, West Midlands.

107438

FORD ESCORT

and outside car in immaculate condition. This car really is like brand new. Service history, drives perfect, lovely little car, Satellite Navigation, Bluetooth, Alloy Wheels, Air Conditioning, Metallic Paint, Connectivity / USB, Heated Front W/S, Cruise Control, Privacy Glass, Automatic Lights, DAB. Key start. Please call 07810198894 , Greater London.

2007, 79150 miles, £4,250. Mondeo ST TDCi. Two owners, new aux belt and kit. Full Ford service history, just serviced, will have 12 month's MoT. All new tyres. Please call 07852 885518, East Midlands.

108251

FORD MUSTANG

109017

FORD FOCUS ST

1996, 52700 miles, £2,000. Escort 1.6v. Great condition, been in the family since 1996. MoT to December 2021. New tyres, sunroof, cassette player, a nineties classic. Truly sad to sell. Please call 07944 221266, Greater London.

108065

FORD FIESTA

2005, 10693 miles, £6,500. Focus ST-170. A truly stunning example in Moon Dust silver. Stainless steel exhaust, Blue Fin chip, fitted SatNav, part service history. Present owner for past 15 years.

A rare car in this condition. Please call 01383 626509, Scotland.

2007, 9500 miles, £36,996. GT500. 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, and so much more.

Please call 01277365415, South East. (T) 107121

FORD PUMA

107708

FORD FOCUS ST

2008, 47000 miles, £4,250. Fiesta ST150 Colorado Red. Low mileage, full service history, 4 previous owners, totally standard, 2 keys, HPI clear, MOT until March 2022. Excellent example.

Please call 07702552601, Yorkshire and the Humber.

from new, full service history, original paintwork and interior as new. Issue with wheel arches. Six

speed box. Please call 01915 194241, North East.

2001, 158310 miles, £150. Thunder 1.7L. Rare model, engine runs well, needs some attention to the chassis and bodyworks, ideal for long-term restoration project. Please call 07546 591353, South East.

109147

107240

107228

2003, 61000 miles, £2,650. ST170, one owner

FORGOT TEN FORDS

Escort Cosworth in a sleek two-seater sports car body? Yes please!

FORGOTTEN FORDS T H E B L U E O V A L S Y O U ’ V E ( P R O B A B LY ) N E V E R H E A R D O F…

This month we take a closer look at the Focus Ghia – an Escort Cosworth underneath a sleek two-seater sports body Focus Ghia? That’s not a rare Ford; they were everywhere!

Weren’t they..?

Well, if you’re talking about the chrome-clad, walnut-dash version of Ford’s family run-around, then yes, they were quite common.

But, of course, that’s not the car we’re talking about here. We are in fact talking

A

The body was designed by Italian styling house, Ghia

about a unique concept car designed and built to show off at the Turin motor show back in 1992. As the name suggests, the concept came from Italian style house Ghia, and the project was intended to show the rest of the world the company’s flare and innovative design skills.

But the Focus Ghia was much more than just looks. You see, what else was around in

1992? The Escort Cosworth!

So, underneath its fancy styling, the Focus Ghia was reportedly powered by full Escort Cosworth running gear – including the bigturbo, 227bhp YBT Cosworth engine and full four-wheel drive system!

With that kind of a base covered in a lightweight carbon fibre body – which weighed in at less than 950kgs – the Focus Ghia could hit 60mph in under five seconds!

And go on to a top speed of 150mph!

The only fly in the ointment was that nobody could actually be sure if it was Cossiepowered or not – there were never any engine photos released. And, rather annoyingly, it could have just been Ford telling us that what it would have been powered by if it went into full production.

But for now, let’s assume they were telling the truth; how much do you want one?

You could have owned it too; back in 2002 it went under the hammer at a Christie’s auction. The estimate was for around $100k to $200k, but it eventually sold for $1.1m!

While the carbon fibre, turbocharged, 4x4 Focus Ghia never saw mainstream action, some of the design cues were carried over to a car that did eventually hit the streets – the SportKa. Oh great. Well done, Ford. We know which we’d have preferred you build!

SEPTEMBER 2021 FAST FORD

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NEXT ISSUE ON SALE September 3rd Pre-order your copy now at shop.kelsey.co.uk/issue/View/ issue/FTF440 and have it delivered for free!

INSIDE THE OCTOBER 2021 ISSUE… ■ It’s time for the biggest Blue Oval bash of the year! Ford Fair is just around the corner, and in the next issue you’ll be able to read our full report with all of the action from Silverstone. If you’re at the show, you might even spy a photo of your car in the feature too!

■ Everyone loves a nice Mk1 Focus RS, and they don’t come much nicer than Jaz Harrington’s 410bhp, Stage 4-tuned beauty. Packing a host of tasteful upgrades, this stunning fast Focus offers the perfect blend of fast road thrills, show finish, and pure performance. Read all about it in the next issue.

■ If you’re on social media at all, you’ll have no doubt seen photos of Hendy Performance’s Mk3 Focus RS demo car.

The aptly named #HP500 demonstrator is now packing 530bhp thanks to a host of upgrades that Hendy offer, and Jamie’s been out driving it – read his thoughts in the next issue.

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