FORD CORTINA AT 60

years of the C O R T I N A

It marked the start of something big for Ford, taking it to the top of the bestsellers chart and keeping it there for two decades. To celebrate the Cortina’s 60th anniversary year, we take an in-depth look at its development and career

Dan Williamson Contributor

ew cars can lay claim to the British public’s heart more than the Ford Cortina. The much-loved Mini

Fprovoked passion with its revolutionary packaging and grasp of fashion; the original Land Rover transformed the way we traverse rough terrain; the Jaguar E-Type brought beauty and performance to a conservative market. And the Cortina? It slotted into our national consciousness as our favourite family car and sales rep’s steed. Even today, 60 years after it was launched, the Cortina is still regarded as a cornerstone of UK motoring.

Yet the Cortina did nothing new. It wasn’t especially dynamic; it wasn’t exceptionally cheap. The Cortina was an average car for average people, a role it performed spectacularly well. Ford entered the 1960s with a successful range of small cars (Anglia 105E, plus the Popular and Prefect 100E) and large saloons (Mk2 Consul, Zephyr and Zodiac). Yet the middle ground of family cars was floundering; the Consul Classic 315 had been in development since the mid-1950s but delayed until May 1961, and it was fussily-styled and expensive to build.

BMC, of course, was making waves with its outstanding Mini. Meanwhile, Ford in Dearborn and Germany was developing a new medium-sized car codenamed Cardinal (eventually called Taunus 12M), for which engineers instigated front-wheel drive and compact V4 engines – a system that had potential in the UK. But British national pride was having none of it; at the time, Ford’s international divisions operated independently under the Detroit brand, and it was argued that a similarsize model could be developed on English soil.

Instead of teaming up with their European counterparts to battle BMC, Ford of Britain’s bigwigs chose to design a machine that could compete with both. It would need to be cheaper and lighter; it would need to be adaptable and reliable; most of all, it would need to sell.

As a riposte to Cardinal, the British team named its project Archbishop. Given the go-ahead in spring 1960, Archbishop shunned its rivals’ front-wheel drive layout in favour of a conventional rear-drive platform with a longitudinally-mounted engine. The reasons were timing (Archbishop had to be ready by September 1962) and cost; it was understood the incoming BMC 1100 would be front-wheel drive, but it was an unnecessary expense. Ford wanted a medium-sized car for a small-car price.

Crucial to the plan was a lightweight bodyshell: the 1960 brief was to remove metal from the Ford Classic’s structure, even down to reducing the quantity of spot welds. The initial American-designed independent rear suspension was dropped for a simple solid rear axle/ leaf-spring set-up, with traditional MacPherson struts up front and drum brakes all round. Even the styling majored on functionality, abandoning the Classic and Anglia 105E’s reverse-raked rear screen. A spacious cabin and enormous boot were essential – bigger than the higherpriced Classic, not to mention BMC’s efforts.

For the bodywork, Ford chose Roy Brown, previously responsible for the disastrous American Edsel. Detroit was at the time focused on circular rear light clusters, and so along with tapering side fluting the car gained a transatlantic theme. Only afterwards did the lamps’ resemblance to the CND logo become synonymous with the Cortina Mk1.

EXTENSIVE RANGE

A two-door version was approved in November 1960, a four-door in April 1961, and an estate in the September. Yet still the car had no name. Suggestions for a return of Prefect were superseded by Ford’s big-car badge: Consul. Only in the spring of 1962 did the Cortina moniker appear, named after the Italian ski resort (Cortina d’Ampezzo) to signify sportiness. From then on, the car became known as the Consul Cortina 225.

Production began at Dagenham on June 4, 1962, closely followed by a corporate comparison with the Taunus, where the British car outshone its German-built counterpart. September’s press launch saw similar praise tumbling onto the Cortina, and the official UK launch gave the public a taste of what was to come.

The basic Consul Cortina was initially offered as a twodoor saloon powered by a three-bearing Kent engine, as found in the Classic (1340cc) but de-stroked to 1198cc. The four-speed gearbox was taken from the Classic 1500, featuring synchromesh on all gears. Pushing out 49bhp, the Cortina could top 77mph and hit 60mph from rest in 22.5 seconds.

Two specifications were offered: Standard (today referred to as the fleet model due to its popularity with sales reps and minicab operators) and Deluxe. Standard y e

models were identified by a slatted body-coloured grille and a cabin bereft of anything comfortable. The Deluxe added a padded dashboard, two-tone PVC trim, and chrome headlamps and grille. A heater was optional, and the Super was also available with a front bench seat and column-mounted gearchange.

Four-door saloons were added in time for the Cortina’s premier at the Earl’s Court Motor Show in October 1962, while January 1963 saw a high-spec Super join the lineup. Inside were a heater, carpets and improved seats, while the bodywork gained chrome side stripes. Most importantly, the Super received a 1498cc engine, featuring a stronger five-bearing crankshaft and 59.5bhp output; this power unit became optional in Standard and De Luxe.

March 1963 witnessed the arrival of five-door estates, featuring stiffer rear springs and choice of trim. The Super could be specified with mock-wood cladding along each side and tailgate, replicating American station wagon tastes of the time.

Within weeks, Ford released the Cortina GT, incorporating the Consul Capri GT’s 1498cc engine, breathed on by Cosworth to produce 78bhp. Along with a raised compression ratio, uprated camshaft and Weber carburettor, there were front disc brakes, stiffer suspension, a remote gear lever, and a rev counter atop the steering column. Available in two- or four-door forms, the GT offered genuine 90mph performance and gave Ford a foothold in rallying and circuit racing.

But it paled in comparison to the legendary Lotus Cortina, based on the two-door GT but produced by y Lotus at its Cheshunt factory from February 1963. Lotus founder Colin Chapman had chosen a Ford engine on which to

t 58 rd n oppo a lightweight axle and bespoke rear suspension with A-frame set-up. The front struts were lowered, wide wheels were fitted, the cabin gained full instrumentation, and the bodywork benefited from front quarter bumpers, Lotus badges and a Sherwood Green flash along the Ermine White paintwork.

Meanwhile, keen pricing helped the Cortina range to rocket to the top of UK sales lists, and Ford continued the appeal with a stream of updates. October 1963 brought a new fascia, incorporating circular dials instead of the original ribbon speedometer. January 1964 saw a BorgWarner three-speed automatic gearbox option for the 1500, and autumn introduced a facelift with another improved dashboard. Here, Aeroflow ventilation drew air into the cabin, which exited through vents in the C-pillars. Identified by a wider radiator grille, Aeroflow models also gained a three-spoke steering wheel in place of the original twospoke, and disc brakes even on the basic 1200. By then, Ford had given up on the Consul badge: the bestseller was now simply named Cortina.

The 1965-model GT added radius rods to the rear axle, which were carried over to the Lotus. Its A-frame rear suspension had developed a preference for falling apart, so by mid-1965 had been replaced by leaf springs. But that didn’t detract from motorsport models, raced to victory by the likes of Jim Clark and Sir John Whitmore. The final Mk1 Lotus Cortinas were built in August 1966, after 3301-or-so had been constructed – some of them in 115bhp S/E spec, available from June 1964.

September of that year saw the end of Mk1 Cortina production at Dagenham, after 1,013,391 had been assembled in total around the world. , t e rsair

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THE SECOND COMING

almost every element. The styling was more anonymous, but it was smart, modern and said to be inspired by the Mustang of 1964. Despite retaining the Mk1’s overall length, the Mk2’s extra two inches in width created a brighter cabin. s before, there were two-door and four-door saloons, rim levels of Standard (to special order), Deluxe, Super

GT. Improvements were made to the suspension, luding revised rear spring mountings and an increased k, although sporting models retained radius rods on back axle. reparing for the arrival of the 1967 Escort, Ford opted rop the smallest engine from the Cortina’s UK line-up replace it with a 1297cc unit, featuring a five-bearing nkshaft. Its 53.5bhp was getting closer to the 1500 gine’s 61bhp; both ran on Ford’s new carburettors, ile the 78bhp 1500GT kept its twin-choke Weber. The 1’s gearboxes were carried over, and the three-speed omatic could now be ordered with a 1300 engine.

February 1967 brought a five-door Cortina estate, with avernous load space and conveniently flat floor. It was offered in a variety of specifications and engines. A GT estate was also available, albeit to special request. The following month’s reintroduction of the Lotus rtina found much of the late-model Mk1’s mechanicals hoved into a Mk2 body. Now more closely based n the two-door GT (in heavy-duty form, with trengthened bodywork), it was assembled at Ford’s nham factory, with engines shipped in from Lotus. he suspension was simply a one-inch lowered version e GT’s, the interior was virtually identical, and now

C rtina Lotus (as Ford preferred it to be called) could

be ordered in a variety of colours inside and out, although many boasted white bodywork and a black cockpit. S/E engine spec was standard.

For the average motorist, the big news was September 1967’s introduction of the Ford Crossflow engine, replacing both previous powerplants. The 1300 kept 1298cc capacity and rose to 58bhp; the 1.5 gave way to a 1.6 (1599cc and 71bhp), with a GT now producing 88bhp.

As a showcase for the new engine, Ford introduced the Cortina 1600E, a GT-based executive express, adding Lotus suspension, Rostyle wheels, twin spotlights and a luxurious cabin with American cherry dashboard and door cappings. Metallic paintwork and a vinyl roof were optional but soon became synonymous with the 1600E; four-door saloon bodywork was standard, although export markets received two-doors too.

Priced halfway between the GT and Lotus, the 1600E achieved instant showroom success and the desirability that modern manufacturers could only dream about. By the end of Mk2 production, 55,833 1600E four-doors and 2749 two-doors had found homes, earning a good enough reputation for Ford to repeat the Executive badge time and again – although never with such panache.

Meanwhile, the Mk2 Cortina continued to conquer the world, produced as far afield as Australia, New Zealand and South Africa, and sold even in America. What’s more, aftermarket companies used the Cortina as a base for conversions, including V6-engined Savages and Peranas, and Crayford convertibles.

A minor midlife Mk2 facelift appeared in October 1968, with a matt-black grille, new badges and an internal bonnet release. Sporting variants received a revised dashboard, centre console and pull-up handbrake instead of the previous under-dash assembly.

Updated Lotus Cortinas were now officially named – and badged – Cortina Twin Cam, but the highperformance Cortina’s days were coming to an end. By 1969 the Escort had obliterated the Cortina’s motor sport credentials, although it continued until August 1970, by streets in October 1970, and it was all change – albeit not necessarily for the better. RADICAL NEW LOOK

Although Ford in Britain had been trying to play down its American parent company, the Mk3 Cortina was openly influenced by Stateside styling, featuring Cokebottle curves on the sides and an unconventional sloping dashboard. It was longer, lower and rolled on a wider track than ever, giving the impression of a larger machine.

Part of the reason for change was ever-encroaching alliance with Ford of Germany, where the new Taunus was being developed as the TC (Taunus-Cortina). The collaboration resulted in similar styling for both, while very little of their predecessors’ oily bits remained: the Taunus’s front-wheel drive layout and V4 engines were gone, while double-wishbone suspension replaced the first Cortinas’ MacPherson strut/leaf-spring set-up; it failed to refine the ride quality, but at least the Mk3’s rack-and-pinion steering bettered the Mk2’s recirculating-ball type. Front disc brakes were standard.

The Mk3 was certainly no sportster. Its focus was on fleet and family motoring, retaining low-cost credentials but taking the expired Corsair’s place in Ford’s line-up too. The previous 1.3- and 1.6-litre Crossflow engines stayed at the bottom (revised to produce 57bhp and 68bhp respectively), while the upper end was extended by a sophisticated (well, by 1970 mass-manufacturing standards) overhead-cam Pinto powerplant. A 1993cc (98bhp) unit was installed in top models, while – confusingly – a 1593cc version was l l . , .

la - XLs featured contoured seats, and the GT boasted glorious high-backed seats. Ford described the GXL as “the best Cortina ever made” but onlookers weren’t so keen on its mock-wood bling.

Strong sales saw the Cortina rocket to the top of UK lists, yet poor build quality served only to feed fuel to the fire of its predecessors’ Dagenham Dustbin nickname. Range changes flowed through the following months, deleting the 2.0-litre engine for base/L cars during February 1972, discontinuing two-door GXLs in May, and ditching the lifeless 1.3 engine from estates.

A mid-term facelift in September 1973 brought a conventional flat dashboard and unfortunate rectangular headlamps for high-level Mk3s, with the 1.6-litre Pinto engine (72bhp) replacing the regular Crossflow. A 2000E superseded the GXL, boasting a wood-veneer dashboard, plush seats, vinyl roof and GT running gear, but it failed to recapture the 1600E’s essence of exclusivity.

Perhaps Ford in Britain should have taken tips from the refreshed Cortina Savage (with 3.0-litre Essex V6), Australia’s Cortina 6 (3.3- or 4.1-litre powerplants) or South Africa’s Big Six (2.5 or 3.0 V6). South Africa also produced its own Cortina pick-ups with 1.6, V4 or V6 engines, colloquially known as bakkies.

Instead, Britain received a selection of niche machines, such as the L Decor and May 1976’s limited-run of 500 2000E Olympic saloons and estates, signalling time was short for the current Cortina. A final facelift of October 1975 – adding a black grille and black/silver back panel –did nothing to disguise the Cortina’s ageing appearance, and it was gone within a year, after 1,126,559 Mk3s had been built globally. FURTHER INTEGRATION

The fourth-generation Cortina showed Ford UK had almost fully integrated with its German counterpart; the Mk4 was virtually indistinguishable from the European Taunus, introduced a few months previously.

Compared with its predecessor, the boxy styling was bland and inoffensive. Its 15 per cent-increased glass area created an aura of space, yet the platform was pure Cortina Mk3, including even the same fascia. Yes, there were some revisions beneath the floor – alterations to steering and suspension settings – but engines and

transmissions were carried over. In practice, it meant entry-level Mk4s powered by a 1.3 Crossflow (in gutless 49bhp economy form) or 1.6 Pinto – strangled to 59bhp for fleets. The regular 72bhp 1.6 and 98bhp 2.0-litre Pintos reappeared in higher-specced Cortinas.

As usual, two- or four-door saloons were offered alongside a five-door estate, and trim levels had been revamped. The basic Cortina included vinyl upholstery and chrome bumpers, while the L offered reclining cloth seats and halogen headlamps. Cortina GLs gained sports wheels and a four-spoke steering wheel, while the GT’s replacement – simply named S – wore low-profile tyres, sports seats, uprated suspension and black bumpers.

Ford’s acquisition of Italian styling house Ghia saw the introduction of an aptly-named range-topper, featuring velour upholstery, a wood-veneer dashboard and a vinyl roof. And if that wasn’t upmarket enough, from September 1977 buyers could order a Mk4 featuring a torquey but fundamentally underpowered 108bhp 2.3-litre V6. Boasting a 106mph top speed and power-assisted steering, the Cologne-built Cortina V6 was sold only in GL, S and Ghia specifications.

Needless to say, the Cortina continued to sell in supermarket quantities. It remained atop company fleets’ choices, even though build quality and dynamics were falling behind rivals’ offerings. Ford’s answer was predictable, if not inspiring: there would be a Mk4 facelift.

Officially called Cortina 80, the British public named the August 1979 Cortina a Mk5. Was it different enough to justify the title? Not really, although the changes were greater than they appeared. The Mk4’s bodywork had been tweaked to present an impression of modernity, with a plastic grille, wrap-around indicators, bigger bumpers, large rear lights and enormous door mirrors. Less obvious were the flatter roof, wider door apertures and taller windows.

Beneath the skin, it was business as usual, although the suspension was rejigged again, including gas-filled dampers for better ride quality. Eng gine choices stayed the same, albeit measures to improve performance included

Two-door saloons were gradually being pushed out of the Cortina range, while four-doors and estates continued as base, L, GL and Ghia. The sporting option was now a range of S Pack extras, including sports suspension, driving lamps and Recaro seats.

But Ford could hide the Cortina’s age no longer. Faced with front-wheel drive rivals, the Mk5 started slipping down sales charts. Still, a succession of run-out models – including Calypso, Carousel, Huntsman and Crusader –meant the Cortina stayed remarkably resilient until July 22, 1982, when the final one left Ford’s Dagenham factory. A total of 1,131,850 Mk4s and Mk5s had been produced.

Yet still it wasn’t quite over. Such was the outpouring from over. The Sierra may have marked a dramatic new style direction thanks to its ‘jelly mould’ aerodynamics and hatchback body, but its strictly rear-drive layout was something of a Cortina legacy – one that would remain until 1993 and the eventual arrival of the Mondeo.