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Теги: cars advertising car engine car gear performance models classic ford magazine
Год: 2024
Текст
SPECIAL COLLECTOR’S EDITION 148 PAGES SPECIAL ISSUE Spring 2024 S R A E Y 5 5 OF THE CAPRI CELEBRATING FORD’S LEGENDARY COUPE ALL THE MODELS, BUYING ADVICE, RESTORATIONS & MORE SPRING 2024 ALSO IN THIS ISSUE: LOTUS CORTINA MK2 GUIDE ■ MK1 MEXICO ■ GRANADA STASH ■ FIESTA BUILD PRINTED IN THE UK £9.99
SUBSCRIBE AND SAVE! See page 58 or go to shop.kelsey.co.uk/CFD Contents 100% BUY A CAPRI! CLASSIC I GHIA CAPR BUY A GUIDE A RTIN ER LVE1 CO SCREAM 16-VA TED MK FORDS ICONIC ESCORT MK3 LASER GUIDE 100% EX-WORKS RS1600 SIC CA PRI MK FORDS RES TO 2 CLAS RARITY VAN SOR 132 ! ch 2024 PAGES Mar with the UK’s 24TS EXPERT 20EN EV IDE29 GU Packed finest Fords FEBRUARY 2024 PRINTED IN THE UK HI-RISE WILDER TRANSI T! £5.99 finest Fords UK’s MARCH 2024 PRINTED IN THE UK £5.99 page Starts 13 PA 2 Packe GES! d with the February 2024 Features Sep tem ber and est bigg lling The t-se ! bes mag Ford 2023 BUILT NOT ZETEC SP ECIAL BOUGHT s to do thing ur Why Ford yo 2class4ic Fowirdthin 2024! ’s 199 how! still youyou 0s 16-v 4 readersisshow r morevealed alve engineand tricks Plus your secret tips swap! st-wanted r SAVE IT: tep guide Step-by-sthis rot-spot sorting UPGRADE IT: cash Get more for less motor £5.99 UK IN THE IMPROVE IT:UPG RAD LIMITEE IT: SYNTHETIC FUEL FAB FIESTA SORT YOUR ON FOR CLASSICS PROJECT CAR SPEEDOSLI DRIVE P D NING How does it work, will it Reader’s ST170-swapped How to get anYour accurateDIFFS TUmake ETandyour pth guide to the in-de DG help BU big difference? Mk2 street sleeper build speedo whatever the spec diff’r from ent types A aBHP ! E IT: ROV IMP E IT: RAD UPG T TCHE ? D RA NERS best buys EL AN SPAN are the 11 sets Which and rate A-PANREPAIRS to We test SILL E IT: SAV PLUS : MK1 COR RALLY TIN MEXICA SERVIC O E BAR SIERR GES A PRO JECT PRINTED ESTATEA GHI ESCORT FIESTASIERRA SPECCORSAIR DRAGPT ATTEM RECORD FIX IT: DIY BEARWHEEL BUY IT: POPU BU LAR 100 ExpertYING GU E tips on pint-sized picki IDE SEPTEMB ER 2023 : PLUS TH ! COSWOR ESCORT MK1 Sort rumb INGS ling front bearings the easy way ’50s Ford ng up the for less 26 112 66 08 GRAFTERS: Mk1 Fiesta Longterm Zetec project is a family affair. 24 CAPRI TIMELINE 26 THE MK1 CAPRI 34 FAMOUS CAPRIS From the race track and TV screen. 36 THE MK2 CAPRI 44 THE MK3 CAPRI 54 CAPRI BUYING GUIDE 44 Great British Car Journey’s tribute event. 60 HOMEBUILT HERO 72 Turbo’d Mk2 Escort van from Down Under. 66 GRANADA COLLECTION Impressive and varied haul of big saloons. 72 HERITAGE: Escort Mexico Unrestored Mk1 — and all the better for it. 134 RESTORED: Tickford Capri 36 08 100 106 100 SPA 24 HOURS CAPRI 3-LITRE It’s Gordon Spice’s original, winning car and it’s just back from a sensitive rebuild at the hands of a Kiwi enthusiast. 4 Spring 2024 106 FORD’S YEAR IN MOTORSPORT: 1969 Boreham’s busiest was a trophy-fest. 112 LEGEND BOUCLES Belgian rally is an Escort-heavy affair. 60 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
Spring 2024 Regulars 12 NEWS Fords come to the British Motor Museum, MoT changes scrapped, RIP Speed Trials, plus Rusty Corner, The Big Picture and more. 16 PRODUCTS Three pages of the best new gear for your classic Ford. p16 78 WHAT’S ON This summer’s meets and shows. 80 MAILBOX Your letters, emails, and Twitter and Facebook comments. 82 YOUR CARS Readers’ classic Fords and projects. 84 NEXT ISSUE Coming up in the May edition. 144 PARTING SHOT Classic image from the Getty archive. 144 23 FORD’S ICONIC CAPRI AT 55 Welcome to our monster celebration of the mighty Capri, with models guides, buying tips plus this amazing Tickford Turbo resto (page 124). CFTech CFBuying & Restoring 96 88 88 HOW TO: Fit a rear firewall All you need to know. 94 OUR CARS: Mk3 Capri The latest on Graham’s project. 134 96 OUR CARS: Mk2 Orion Ade’s new purchase goes low. 98 EXPERT CLINIC Got a technical problem? We can help. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd 118 KNOW THIS: Buying engines What to look for when picking up a new powerplant. 130 INSURANCE TIPS Top 10 tips for getting insured. 134 134 BUYING GUIDE: Lotus Cortina Mk2 What you need to know when buying Ford’s 1960s classic. 140 READERS’ ADS Cars, projects and parts for sale. Spring 2024 5
THIS ISSUE Out and about with our band of Blue Oval-loving writers and photographers. NEXT ISSUE ON SALE: FRIDAY, APRIL 12 ADE BRANNAN CONTRIBUTOR The Orion is home but in typical Ade style, needs some TLC — and lowering, naturally. Check out its progress over on page 96. JASON O’HALLORAN CONTRIBUTOR Crossflow turbo Escort van? Why not, reckons Jason, who recounts the story behind this Aussie Mk2 starting on page 60. SUBSCRI BE AND FREE MEGET A GUIAR’S CAR CAR E KIT WORTH £ 99! SEE PAGE 58 JAMIE ARKLE CONTRIBUTOR Gordon Spice may sadly no longer be with us, but his Capris live on including his 1978 Spa-winning car, as Jamie reveals on page 100. How To Contact Us Telephone: +44 1959 541444 Email: classicford.ed@kelsey.co.uk Write to: Classic Ford, Kelsey Publishing Ltd, The Granary, Downs Court, Yalding Hill, Yalding ME18 6AL, UK C rikey, is it that time already? It only seems like yesterday that we were celebrating 50 years of the Capri, yet here we are, five years down the line making a fuss over Ford’s legendary coupe hitting the big 5-5. A lot’s happened in five years — with the main change being the vastly bigger number of body panels that are now available, and consequently we’ve seen a huge rise in the number of Capris being restored recently. The quality of the cars being turned out of single garages and lock-ups has improved immeasurably, too. So turn to page 23 and immerse yourself in the world of Capris, and when you’ve had your fill of that, make sure you head to one of the three main Ford shows happening this summer — the Classic Ford Show, Ford Fair and FordFest — to enjoy the special displays taking place. Thanks for reading,
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Words and Photos Jon Cass Name: Jordan Lowe Age: 33 Profession: HGV driver Location: Lancashire, UK 8 NIGHT SHIFT Your projects: Setting aside one evening a week for Car Night, Jordan Lowe and his family have been churning out Fords at a steady rate — including this Zetec’d Mk1 Fiesta. Spring 2024 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
your projects: mk1 fiesta Car: 1982 Fiesta 1100L Start Condition: Bought as a rust-free project Condition now: Paintwork complete, engine and gearbox now installed Time taken so far: 11 years Estimated date of completion: Spring 2024 G rowing up alongside a family of Fordoholics, it’s hardly surprising Jordan Lowe became afflicted with the same addiction. “My dad and brothers had 1600Es, XR3is, RS Turbos and there were even a few Cosworths on our driveway,” he recalls. “There was always a car that needed either fixing or required a full restoration and I became involved at an early age.” For the Lowe family and their friends, every Wednesday has for many years been dedicated to Car Night where this small group of petrolheads get together with the aim of sorting out any offending old Ford issues from that week. “We often attempt to make progress with my current Fiesta project,” Jordan tells us. “My dad, Andy usually made the tea while the rest of us crack on with whatever needs to be done.” Jordan has owned a string of Mk1s in the past, many of which were modified in some way, but this latest 1982 example has certainly proved to be quite demanding. Although he was Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd lucky enough to start with a rust-free shell, a negative experience with a local bodyshop and numerous other issues have turned this into a longterm build. Despite these setbacks along with the devastating, recent passing of his dad, Jordan assures us progress will continue and he hopes to join his brothers and everyone else from the Bolton-based Betty Ford Clinic at a few local shows and meets in the Fez later this year. We’re sure his dad will be proudly looking on too. Spring 2024 9
Interior will be based around XR2 parts though with retrimmed Recaros (above left). Supersport alloys (below) reveal the planned exterior look. LED headlamps feature integral indicators. Why a Mk1 Fiesta? I’ve always liked them and I bought my first when I was 18. It didn’t last long before someone crashed into it, writing it off. Thankfully, we managed to salvage a few parts from it ready for the next one. More Mk1 Fiestas came and went — they either got scrapped or moved on but they were easily obtainable at the time. How did you come across this car? An ad on an auction site caught my eye, especially as the car happened to be located just down the road. As a major fan of Mk1 Fiestas I couldn’t resist taking a closer look. What was it like? Although it was just a rolling shell, there was no rust to be seen anywhere which was obviously a huge bonus for us. The previous owner had already done the mod to the inner wing for the five-speed conversion, they’d done a nice job and not just made a big notch in the front leg. 10 Spring 2024 The top engine mount was also already in place, ready for a Zetec conversion. This was handy as my brother had an 1800 Zetec engine which he’d just taken out of his XR3i! What happened next? What did you do first? After purchasing the car, my brother Johny, my mate Wayne and I quickly set to work bolting the injected Zetec and five-speed Escort gearbox into position. This wasn’t as easy as we first thought as nothing really fitted and the required parts list began to escalate. We had to start sourcing parts — XR2 driveshafts along with an XR2 gearbox cradle and a Mk3 XR2i top engine mount. Once the engine and ’box were bolted in, it became apparent that there would be further issues ahead! The passenger tie bar now fouled the gearbox, so we had our own fabricated, which worked great until we tried full lock. At least the shell was now rolling for the time being ready to be sent to the bodyshop for paint. This is when the project stalled as the car was moved to another bodyshop without us knowing and well… it disappeared for six years until we managed to get it back after countless false promises. Once the car was returned to our hands, we were then able to book it in at another local bodyshop and their turnaround was just a few weeks, which was great after all those years wasted. I opted for the original colour, Stratos Silver. What have you done since getting the car back? We’ve been fitting the necessary parts in preparation for it to run. I’ve fitted the return pipe for the fuel to the tank and also found a Cossie fuel pump lying around in the garage, which should do the job of delivering the good stuff. The SB Parts (www.sbparts.co.uk) fivespeed kit has rectified the tie bar issue, now allowing us full lock. I’ve fitted a Transit Connect starter motor and my brother has been going through the Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
your projects: mk1 fiesta “MY BROTHER HAD AN 1800 ZETEC HE’D JUST TAKEN OUT OF HIS XR3i THAT WAS IDEAL” After problems with the previous bodyshop, the Fiesta is now wearing stunning Stratos Silver. Jordan opted to retain the factory EFi set-up. wiring loom, carrying out repairs. I still need to investigate the alternator to decide which set-up to go for and I’m awaiting the arrival of the alloy radiator. The suspension is currently standard dampers and lowering springs which will do for now, but I will replace these with Gaz coil-overs and dampers in time. the satin black detailing around the windows and I’m currently on the lookout for a Supersport arch kit and front spoiler. I’ve fitted LED circular headlights, mainly just to resolve the lack of indicators in the bumpers issue, but I also like the look of them. And the interior? Which other parts and upgrades have you sourced? To replace the standard brakes, I’ve opted for XR2 discs and callipers. I’ve also recently managed to obtain an injection fuel tank, Zetec engine loom, five-speed gear linkage, XR2 clocks and an XR2 dash. I’m always looking out for more parts! What can you tell us about the planned look for the exterior? I’m going for the Supersport style as I already have the correct four-spoke alloys which will be getting refurbished soon along with a set of new tyres. I’ve marked up the bodywork for As for the cabin, I already have a pair of black RS Turbo Recaro front seats and I plan to have the rear bench retrimmed to match these. I’m hoping we may be able to paint the interior plastics and door cards with a black vinyl paint to match the remainder of the interior. The dash is just a standard dash at the minute although, my brother managed to source an XR2 dash from a good friend that needs a small repair and I have an XR2 centre console to match. That should finish off the interior nicely. When do you hope to have the car ready? Spring of this year — just in time for show season! Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd It’s with great sadness that since our photoshoot took place, Jordan’s dad, Andy (above right, with Jordan’s brother, Johny on the left) passed away suddenly. “Dad was someone we looked up to and loved dearly,” says Jordan, “and he will be missed by many. Our Car Night will never be the same again, but we know he’ll be watching over us with a smile.” Andrew Lowe, April 4, 1959 – January 14, 2024 Spring 2024 11
UNSEEN FORDS PUT ON DISPLAY Cars from Ford of Britain’s Heritage Fleet go on view to the public for the first time. ars from the Ford of Britain Heritage Fleet that have previously been inaccessible to the public have now been put on display at the British Motor Museum. Seven fresh arrivals will join the existing Blue Ovals on display at the Gaydon venue, as well as a 1973 Capri Ferguson 4x4 that is being loaned to museum by a private collector. Ford of Britain’s Heritage Collection, which totals around 130 cars, is normally kept under wraps. However, the museum has secured the loan of a 1961 Mk2 Zodiac, a 1979 Mk2 Granada, a 1986 RS200 Group B rally monster, a 1988 Mk2 Fiesta XR2, a 1992 Sierra Sapphire Cosworth 4x4, a 1993 Escort Cosworth WRC and a 2004 Focus ST170, which have been arranged to form a display in the museum’s Welcome Gallery. The arrival of the cars from Ford’s Heritage Fleet is a real coup for the museum, and follows the arrival of eight varied cars from MG Motor UK collection, which was announced in December. Three of the these are to be unveiled for the very first time as part of the museum’s Longbridge Legacies evening on Tuesday March 12. The museum also put 30 vehicles from Vauxhall’s Heritage Collection on display in 2021. C The loan of Ford’s cars has come about following the move of the Blue Oval’s Heritage Fleet from its previous home in a somewhat ramshackle Dagenham warehouse to a New Ford Heritage and Innovation Centre in Daventry. We understand that considerations were made to opening up the collection, but as the Daventry facility is an active working site, it isn’t set up to receive the public. Instead, a selection of cars has been dispatched to Gaydon instead. The museum team is hopeful that its great relationship with the Ford of Britain Heritage Fleet will present opportunities to expand the number of vehicles on loan, and to regularly change the vehicles on display. Len Keen, Operations Manager at Ford of Britain Heritage Fleet, said: “We are excited to be working with the British Motor Museum in Gaydon following the move of our collection from Dagenham to Daventry. This provides an excellent opportunity to showcase some of the iconic vehicles from our history and rekindle many great memories from visitors as they tour the museum.” Stephen Laing, Head of Collections and Engagement at the British Motor Museum, added: “We are delighted to The Fords have been arranged to form a display in the museum’s Welcome Gallery. 12 Spring 2024 Seven Fords have been chosen for display initially, including an RS200, plus a Capri Ferguson 4x4 (behind) that is being loaned by a private collector. have the opportunity to showcase some of this incredible collection of Ford vehicles. It’s another significant collection from a UK manufacturer that fits perfectly with the museum’s aim to broaden the range of marques that are represented here. With so much choice, it has already been tough making the first selection of seven cars to display in the museum!” Access to view the additional seven cars from the Ford of Britain Heritage Fleet is included as part of the normal museum admission. For more information about the additions visit www.britishmotormuseum. co.uk or call 01926 895300. Previously, the cars were keep hidden from the public in a warehouse in Dagenham.
THE BIG PICTURE SNAPPED UP The second Scramble of 2024 at Bicester Heritage is already a sell-out. The venue will welcome a capacity crowd of around 8000 on national Drive it Day weekend, Sunday April 21, continuing an unbroken run of sell-out events for the best part of 10 years. https://bicesterheritage.co.uk/events Terminally-rotten old Fords It’s everyone’s dream to find an old car in the garden or garage of a house they’re looking at to buy, isn’t it? Well, it is to us and also Dave Wood, whose parents came across this Mk1 Consul on the property they were viewing and subsequently bought. The car came with the sale, but sadly as you can see despite being pretty much complete it’s way beyond saving. Spotted an unloved Ford on your travels? Email photos and details to classicford. ed@kelsey.co.uk. MOT CHANGES SCRAPPED The Government has scrapped a ‘madcap’ change to MoT rules that would have made testing compulsory every two years instead of annually, as well as abandoning proposals to extend the first MoT for a new car, van or motorcycle from three to four years after purchase. The major shake-up of the MoT regime was proposed in January 2023, accompanied by the consultation from the by the Department for Transport (DfT) and Driver and Vehicle Standards Agency (DVSA). At the time, the Government suggested that the new measures could be rolled out because fewer vehicles were failing MoT tests thanks to improving technology, helping drivers to save money. However, the move was slammed by many in the automotive sector, who pointed out that the current frequency of MoT testing plays a crucial role in keeping vehicles on our roads safe. “This would have seriously compromised road safety and ended up costing drivers more money rather than less as it was supposed to do, due to dangerous issues going undetected and getting progressively worse,” said Simon WIlliams, head of policy at the RAC. “This is why the idea was so widely unpopular with the motoring public in our research. It’s great news the madcap idea of changing the MoT has finally been consigned to the bin.” Spring 2024 13
WHERE TO GO IN APRIL Drive It Day When: April 21 Where: UK-wide What’s going on: Set up by the Federation of British Historic Vehicle Clubs in 2005 to commemorate the 64 cars that set off from London on April 23, 1900 for the Thousand Mile Trial, Drive It Day sees as many classics as possible hitting UK roads. If driving on your own doesn’t appeal then member clubs devise set routes — check out the website for details. Find out more: http://fbhvc.co.uk END OF AN ERA FOR SPEED TRIALS Rising costs cause world famous motorsport spectacle to be cancelled The historic motoring world has been rocked by the news that Brighton Speed Trials, commonly thought to be longest-running motorsport event in the world, is sadly no more after almost 120 years of history. Organisers Brighton and Hove Motor Club has confirmed that 2023 was the last running of the world-famous spectacle, with rising costs at the root of “heartbreaking” decision. Hosted on Madeira Drive, which lines Brighton’s seafront, the annual event has been enjoyed by generations of motorsport fans since 1905. “Despite Brighton and Hove Council’s help, the new road layouts, the closing of the terraces [in 2016], and the enormous cost involved in providing required safety measures, additional security and many other additional costs, the committee of the Brighton and Hove Motor Club have had to make the heartbreaking decision that the 2023 event was the last one,” read a statement on the BHMC website. “The club has been running the event at a loss for a number of years and cannot continue to do so. “2024 will see Brighton and Hove Motor Club involved in many other events, including our two annual sprints at Goodwood, Concours and hopefully a hill climb. But the Speed Trials will not run again for the foreseeable future. “The family of Brighton and Hove Motor Club wish to thank all those who have entered the event over the years, Brighton and Hove Council, Motorsport UK, the marshalls and the hundreds of volunteers who have helped us set up the course and return the road to the public after the events. It was not easy task and COMING UP Inside your May issue ON SALE April 12! Are you a weekend warrior? We certainly think so. As Spring beckons and cars get dragged out of garages in preparation for the outdoor show season, in the jampacked May issue, out April ??, we celebrate standard and modified classic Fords built to rule the A and B-roads on a weekend. Plus we reveal top tips for getting the most out of your Ford. All this plus a Mk1 Transit buyer’s guide, new inspiration feature and pages of cars, parts and projects for sale. The May issue hits the newsstands and is available to download from Friday, April 12. Why not subscribe to make sure you don’t miss out? Check out our latest subscription offers on page 58. 14 Spring 2024 we thank every single person who has been involved and given us their support over the years. Thank you for the fun.” Chairman Brian Dyer told Brighton and Hove News of his disappointment regarding the event’s cancellation. “We lost the terraces, the viewing gallery and we lost the bikes just after Covid. “It’s a very sad state of affairs. The speed trials have been part of my life for 30 years and many of the members for longer than that. But it’s something that’s no longer viable.”
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PRODUCT OF THE MONTH ATLAS-TYPE LSD FOR ENGLISH AXLES £654 Rally Design Rally Design reckons this is one of the most-important products they have designed in recent years, and it’s not hard to see why. As part of their Blackline range of uprated transmission components, this plate-type LSD has all the design features and strength of an Atlas-spec LSD but is manufactured slightly smaller than the Atlas unit to fit into the more-popular English casing — and correctly set up they reckon it should be good for 300 bhp. With 18-tooth, larger-diameter halfshafts and high-quality crownwheel and pinion sets also introduced for the English, there’s now no reason not to stick with this axle for most applications. The default break-torque setting is 60 lb.ft (rally-spec) but plate sets of 37 lb.ft (oval race and road) or 80 lb.ft (race) are available additional cost options. Contact: 01227 792792, www.rallydesign.co.uk CROSSFLOW ROLLER ROCKERS £500 Burton Power Burton Power has launched a new rollerrocker assembly to suit the Kent Crossflow engine, designed to eliminate sideways movement in the valve stems and thus prevent wear. An alloy rocker cover will be required for clearance. Contact: 020 8518 9127, www.burtonpower.com MK2 CAPRI MODEL £35.99 Corgi Fifty years after the launch of the real thing, Corgi has immortalised the Mk2 Capri with this 1:43 scale model of a 3-litre Ghia Automatic in Sebring Red. It’s expected to be released in autumn, but is available to pre-order now. Contact: uk.corgi.co.uk 16 Spring 2024 ULTRA SHINE KIT £25 Autoglym Autoglym’s Ultra Shine Kit includes a Foaming Car Wash, Rapid Ceramic Spray and two soft drying cloths. It is exclusive to Halfords stores. Contact: 0330 1359779, halfords.com Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
classic ford gear UPRATED GEARBOX OIL £19.27 Morris Lubricants WEBER 38DGAS CARB KIT £485.71 Webcon Good news: Webcon has reintroduced 38DGAS upgrade kit for the 2-litre Pinto. A direct swap for the smaller 32/36 DGAV unit, it has been jetted especially for the 2-litre engine and is a perfect complement for a ported head and fast road cam. The kit, which comes under part number 1893000100 features the special air bush modification required to suit the 2-litre Pinto. Contact: 01932 787100, www.webcon.co.uk Lodexol 75W-80 is a high-performance gear oil from Morris Lubricants for most rear-wheel-drive Ford manual gearboxes apart from the Type-9, developed to have good cold start fluidity, ensuring fast circulation around the gears, and high temperature stability, which offers protection under prolonged use. Contact: 01782 410391, www.morrislubricantsonline.co.uk MISHIMOTO OIL CATCH TANK £180.60 Co-OrdSport 2WD COSWORTH YB OIL PUMP £122.50 Burton Power Burton Power can now provide standard, replacement oil pumps for the 2wd-spec Cosworth YB engines. Order yours using part number SC1260. Contact: 020 8518 9127, www.burtonpower.com Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Looking for something neater than an old oil can to use as a catch tank? This oil catch can features two ports, one inlet and one outlet, for easy installation. The 100 per cent billet, 6061 aluminium can features 3/8 inch NPT threads at the inlet, outlet, and drain area and includes two black nylon fittings to make installation effortless. For maximum fitment options, the top mounting set-up allows the can to be mounted from multiple angles. Contact: 0121 6616263, www.coordsport.com Spring 2024 17
BOOK OF THE MONTH FAST FORDS: 50 YEARS UP CLOSE AND PERSONAL £60 Evro Publishing In over 50 years as a motoring journalist and racing driver, Jeremy Walton has driven hundreds of performance cars, but Fords have always been particularly close to his heart. He was on the scene when fast Fords arrived in the early 1960s and was there when Ford became serious about motorsport. He has tested almost every significant performance derivative ever since - from Cortinas to Capris, Escorts and Sierras, via the epic GT40s to extraordinary Transit Supervans and into the new Millennium with Mondeo, Focus and Fiesta. Over 416 pages, Walton presents his experiences in a colourful style, with some superb accompanying images. Contact: https://www.evropublishing.com CARB THROTTLE POSITION SENSOR KIT £134.52 Webcon Most aftermarket ignition ECUs are capable of running a 3D ignition map when used with a pair of sidedraught carburettors; all that is usually required to evoke this functionality is a throttle position signal. Webcon’s carburettor throttle position kits are supplied with all parts required to carry out this conversion and are compatible with most popular aftermarket ignition ECUs. Kits are available to suit Weber DCOE and DCO/ SP, and Dell’Orto DHLA carburettors. Contact: 01932 787100, www.webcon.co.uk DODO JUICE GLASS CLEANER CRANKCASE BREATHER £24.08 Pipercross This stainless-steel crankcase (or valve cover) breather has been designed to fit onto existing engine crankcase breathers and oil catch tanks to allow oil vapour to vent to atmosphere rather than back into the engine inlet, protecting your classic Ford’s engine and allowing it to run more efficiently. It has a rubber inlet neck with a simple clamp mechanism for securing and a built-in stepped neck to fit 13, 16 or 19 mm pipework. The filter inside is infinitely reusable, and easily cleanable. Contact: 01933 685849, www.thepipercrossshop.co.uk 18 Spring 2024 £9 (500ml) Dodo Juice Glass cleaning sprays are normally detergent or vinegar based but industrial strength glass cleaners are jam-packed with alcohol for a smear-free finish – and that’s exactly what’s inside the Clearly Menthol grime-fighting concoction. Easy to apply, easier to remove, it leaves a sparkling, residue-free finish once it’s worked its magic, and it smells good, too. Available in 100ml and 500ml ready to go sprays. Contact: dodo juice.net Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
SHOW PREVIEW COME JOIN THE PARTY! SUNDAY, MAY 12: SOUTH OF ENGLAND SHOWGROUND, WEST SUSSEX, UK ENTER THE GREAT UNVEILING! The Classic Ford Show may be two months away, but when you’ve got a deadline to finish a fresh classic Ford build, that’s no time at all. With that in mind, we’re on the lookout for new projects and rebuilds that will be finished in time for this year’s show. The best five will then be revealed one-by-one at a ceremony in front of thousands of enthusiasts at the show. Prior to the unveiling, the cars will be kept under wraps so as not to spoil the surprise, and after the show all will be photographed for exclusive, full features in Classic Ford. What we’re looking for Classic Fords with a genuine wow factor. So anything from a heavilymodified competition car, a trick custom job, or even a ground-up restoration — we’ll consider anything. Standard or modified, built by yourself in a shed or with the help of your mates, it doesn’t matter, as long as it will turn heads and can be finished in time for the show. Crucially though, your car must be fresh from a rebuild or restoration, and not have been seen publicly before. So if you’ve been documenting the rebuild on social media, a website or in a club mag, please don’t apply unless you haven’t revealed too much and you’re happy to stop publishing the build. Think you’ve got something suitable? Then get in touch using the contact details below! How do I enter? Reckon you’re well on the way to finishing something special? Email photos and details to us at: classicford.ed@kelsey.co.uk. 20 Spring 2024 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
TICKETS ARE ON SALE NOW! GO TO: CLASSICFOR SHOW.CO.U D K HOW TO GET THERE By Road CLUB DISPLAYS The show would be nothing without the classic Ford clubs, which provide the backbone of the whole old Ford scene. Every year, thousands of club members swarm to the show from all corners of the globe, whatever the weather, to join their respective classic Ford club stands. There are Best Club Stand and Best Regional Club Stand awards given out on the day. Plus club members can win the Club Hero award, too! Put some time aside to wander round the 100-or-so club stands and we guarantee you’ll be impressed... and have sore feet. To find out how to book a stand for your classic Ford club, go to www.classicfordshow.co.uk. The main entrance to the South of England Event Centre is on the B2028 Selsfield Road close to the centre of Ardingly village. For Sat Nav use RH17 6TL. From the M25, exit at junction 7 and follow the M23 towards Brighton. Leave at junction 10 and take the A264 towards East Grinstead. After approximately two miles turn right onto the B2028. After passing through the villages of Turners Hill and Selsfield Common you will arrive at the South Of England Event Centre on your right. By Rail The nearest railway station is Haywards Heath which is on the main line between London Victoria and Brighton. MAKE A WEEKEND OF IT The main show takes place on the Sunday, but what could be better than making a weekend of it? Bring along a tent and pitch it up in the designated campsite, and start the festivities a day early! The campsite will be open from 12 pm on Saturday, and in the evening the bar and funfair will be open for talks, films and much more. How much? Camping £20 per pitch Where from? Book your camping tickets in advance at www.classicfordshow. co.uk, or turn up and pay on the day. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd FIND OUT MORE For show tips, inspiration and a full rundown of what’s on, plus discounted entry and club tickets go to www.classicfordshow.co.uk Spring 2024 21
OF THE 55 YEARS CAPRI Celebrating Ford’s iconic coupe THANKS To Pete at Capri Club Scotland www.capriclubscotland.co.uk INSIDE A lthough the Capri was launched 55 years ago, somehow it doesn’t seem possible. How can a car which is so old, continue to look so sleek, attractive and desirable? Yet it’s true — the original 2+2 coupe was launched in January 1969, all that time ago, with Ford advertising it as ‘The Car You Always Promised Yourself’, and with deliveries beginning in March of the same year — perfect timing then for our tribute to this truly-iconic Blue Oval. Incredibly, the Capri would remain on sale for more than 18 years, and would be built both in the UK and in Germany, with total sales ending up at more than 1.9 million, and now, 38 years after the last Capri drove out of the Cologne factory, we pay tribute over the following pages. Here’s to the next 55... 24 26 34 36 44 52 54 100 124 144 The major milestones The Mk1 Famous Capris The Mk2 The Mk3 Advertising and the Capri Buying guide Gordon Spice’s Group 1 3-litre Tickford Capri restoration Parting shot: Project Colt
CAPRI TIMELINE CAPRI THROUGH THE YEARS Throughout the Capri’s three generations, many milestones were reached — here are the major ones, starting at the very beginning... 1967 SEPTEMBER 1961 Ford’s first use of the Capri name tag was on the Classic-based coupe, sold in GT form for a time. The Classic saloon had that characteristic reverse-slope rear window style. Mechanically, there were few links with the Capri which was to follow Prototype Colt starts development. Inspired by the Ford-USA Mustang, the British Capri family took shape in 1967. Except for a slight change to the side window profile, all Mk1s (with engines from 1.3-litres to 3.1-litres) would use the same basic structure, based on a Cortina/Corsair floorpan. Seating was a compact 2+2 layout 1960 MARCH 1970 The motorsport fun begins, as works cars packing 2.9-litre Cologne engines start winning European Touring Car Championship races 1970 JANUARY 1969 ‘The car you always promised yourself’ is launched, with prototypes on display featuring BDA motors in the engine bay. Sadly, this option never materialised SEPTEMBER 1972 The Mk1 gets a facelift, with the millionth Capri build soon after. Oh, and the 2.9 wins in the ETCC again OCTOBER 1969 The 3000GT joins the line-up, packing 3 litres of Essex-powered loveliness in among the numerous fourpot variants 24 Spring 2024 NOVEMBER 1974 The Mk2 Capri is launched, now with a hatchback rear Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
NOVEMBER 1973 The RS3100 is released, with 148 bhp 3.1-litre Essex and ducktail spoiler. It’s a homologation special for the 3.4-litre GAA-engined ETCC, and became an instant legend, The race cars packed 455 bhp and won four long-distance ETCC races. Dominance MARCH 1981 The launch of the mighty 2.8i. It’s the first UK-market version of the Capri to get the Cologne engine, and the first to be fitted with fuel injection. The 3000 and Ghia models are dropped from the range OCTOBER 1976 Production at Halewood comes to an end, with all future Capri production being taken up by Cologne. 398,440 rolled off the lines in Liverpool DECEMBER 1986 The final Capri rolls off the production line at Cologne 1980 1990 MARCH 1978 The Mk3 is launched, which is essentially a facelifted Mk2 with alternative headlights and equipment revision FEBRUARY 1984 The real daddy Capri, the Tickford, is launched, with limited production running until 1987. Packing a 205 bhp blown Cologne, bodykit and more leather than a Lovejoy convention, it splits opinion but was an instant icon Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd FEBRUARY 1987 The 280, which was built at the end of 1986 using the final shells in Cologne, goes on sale in the UK. It was instantly collectable, with a little over 1000 cars thought to have been sold Spring 2024 25
Words Dan Williamson Main photo Adrian Brannan CAPRI MK1 26 GIANT STEPS The Mk1: buoyed by the success of the Mustang in the US, Ford of UK and Europe set out to produce their own take, changing the motoring landscape forever. Spring 2024
t was 1964. Great Britain was boring. And although the newfangled pop music was waking up the kids, their parents were so poor that they could only see in black and white. Everyday cars were equally bland; yes, the Jaguar E-Type was a sensation and, yes, the Lotus Cortina was the stuff of pipe dreams, but our nation was driving around in humdrum three-box saloons. Meanwhile, our American cousins were hitting a peak period of car culture. Hot rodding was cool, muscle cars were burning rubber, and a new class of socalled pony car was selling millions. Ford’s Mustang, introduced in April 1964, was I big news as much for its fabulous looks and affordability in six-cylinder form as its power as a street-racing Shelby V8. Of course. the pony car’s attributes of rear-wheel drive, sporty styling, a long bonnet, low-priced entry-levels, multiple options and underpinnings based on massproduced parts shared with mainstream models weren’t lost on the famously penny-pinching Ford Motor Company. Pony cars were designed for form over function; they were aspirations for working folk. And in the UK and Europe, still recovering from two world wars, normal people could allow themselves to dream of flashy sports cars. Ford in Britain had already toyed with a glamorous coupé based on commonplace components: the Consul Capri of 1961, a pillarless four-seater with curved roof and, in GT guise, a Cosworth-tuned engine. But most of its DNA was shared with the Consul Classic 315, which was deemed too expensive to manufacture. The classy Capri was killed in summer 1964 and quickly forgotten. In the meantime, Ford had launched the Cortina in the UK, which was as incredibly successful for its low production costs as for its smart packaging and dynamic abilities. It made sense, then, when Ford USA demanded a European version of the Mustang, that the Cortina was the perfect starting point. Spring 2024 27
CAPRI MK1 Project Colt — named in obvious reference to its Stateside influence — was given the go-ahead in November 1964. Ford’s studios in Britain, Germany and America were told to get scribbling, with styling proposals picked in 1965, and the green light given for full-scale development in July 1966. Unlike the Cortina — which was a sole UK product — the new coupé would be a joint venture between Great Britain and Germany. Prototypes were created around existing Cortinas, using tried-and-tested four-cylinder engines, from 1.3 to (Corsair) 2-litre V4, and four-speed manual transmission. The suspension was lowered and widened, retaining MacPherson front struts, rear leaf springs and a live axle. Even the wheels were regular 4.5x13 inch steels. Thankfully, following the incoming Escort, Ford equipped the new coupé with rack-and-pinion steering to enhance the ownership experience, especially given the car’s sporty driving position. And while the cabin was crafted to give space for four adults, the low-slung bodywork was continually tweaked for sleek style and better back-seat visibility. The resulting iconic curved rear windows settled the final shape in autumn 1967, aiming for a launch the following year. But there was still one small detail: the name Colt had already been bagged by Mitsubishi, so Ford delved into the not-so-distant past and came up with an evocative badge: Capri. It was perfect for the iconic advertising tagline on its January 1969 unveiling: the car you always promised yourself,. Production had begun in November 1968, at Halewood in Liverpool and Cologne in Germany. Specifications were similar, although engines were an obvious difference: while British buyers could choose between 1300 or 1600cc Crossflows or a 2-litre V4, the whole German range was vee-powered: 1.3, 1.5 and 1.7 V4s, plus 2-litre and 2.3 V6s. It wasn’t until September 1969 that the UK could get behind the wheel of a V6 Capri Proven mechanicals in a stylish package — classic Blue Oval tactics in the late 1960s and early 1970s. — the Zodiac-sourced 3-litre Essex, pushing out 128 bhp. It was accompanied by a bonnet bulge, stiffer suspension and fatter tyres. Press reaction to the Capri was initially reserved — dismissing it as a rebodied Cortina — but the public’s response The GXL saw the introduction of quad headlamps —later shared by the RS3100 (right). Built in Germany and sold in North America under the Mercury brand, the Capri sold relatively well Stateside. Special (left) was the first of the limited-editions. 28 Spring 2024 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
By the early 1970s, Ford had switched to the overheadcam Pinto engine for most of the non-V6 range. was fabulous, and punters were eager to personalise their Capri from a range of option packs. Tuners were soon on the scene, too, upping power and dropping in everlarger engines; Jeff Uren’s V8 conversion claimed a 0-60 mph sprint of 5.8 seconds. Even Ford got in on the act. BDApowered Capris were trialed in rallycross, including four-wheel drive, but the costs for road-going versions were prohibitive, especially compared with V6 variants. Later, the fabled RS2600 would be created for motorsport and homologated as a German production car; later still, in 1973, Britain’s AVO (Advanced Vehicle Operations) would unleash the RS3100, which with a 148 bhp 3091cc powerplant and ducktail spoiler, would become a Blue Oval legend. As for mainstream models, September 1970 saw option packs re-organised into trim levels, along with power increases for Crossflow engines plus a luxurious 3000E to top the range; 3-litre machines received more grunt the following year. By 1972 the Capri was revealing wrinkles, so Ford gave it a makeover with 151 fresh parts: the headlamps were enlarged, the Escort back lights were replaced with larger units, there was a new Granadatype dashboard and improved seats. A Pinto powerplant replaced the 1.6 Crossflow, but the 2-litre V4 GT remained alongside the 3-litre, which gained a better gearbox. The suspension was softened, and trim levels were again reworked; the luxurious GXL replaced the 3000E, adding four round headlamps. By then, the Capri had become almost as successful as its Mustang sibling. It was built and sold around the world — America, Australia and South Africa, where Perana V8 conversions became superstars — with mainstream Mk1 production ending in 1973, after roughly 1,209,100 had left the lines. It was the original, but was it the best? Its 1974 successor seemed to suggest it was… Custom X, L and R packs allowed buyers to personalise their Capris to an almost unique degree. The Capri was soon making its mark on the race tracks, with the RS2600 in Europe, and earlier one-make races in the UK (below). Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Spring 2024 29
MK1 CAPRI MODEL GUIDE From the poverty-spec 1300cc base model through to the sumptuous 3-litre GXL, here’s your guide to the original Capri line-up. Words Dan Williamson, Graham Leigh XL photos Adrian Brannan 1300/1600/2000/3000 GT (PRE-FACELIFT) ENGINE CAPACITY: 1297cc, 1599cc, 1996cc or 2994cc YEARS PRODUCED: 1968 to 1972 PRICE WHEN NEW: £985 (1300GT, 1969) RARITY RATING: lllll GT spec was a Mk1 must-have, featuring a Weber carb, four-branch exhaust manifold and high-lift cam – producing 64 bhp from the 1300GT or 82 bhp in the 1600GT (72 bhp/86 bhp from September 1970). There was also a troublesome 2000GT from 1969, with a 93 bhp Corsair V4 powerplant and 107 mph capability. GTs gained a close-ratio gearbox (in the 1600/2000GT), servo brakes (added to the 1300GT in 1970), radial tyres, six-dial dash, stainless pedals, two-speed wipers, door armrests, centre console, clock and fag lighter. Most came with XL or XLR packs. The big bruiser 114 mph 3000GT arrived in September 1969, adding a 128 bhp Essex V6, bonnet bulge, uprated suspension, body strengthening, a bigger fuel tank, and 140 mph speedo; its power was upped to 138 bhp in October 1971, meaning 122 mph top speed. CUSTOM PLANS: L, X, XL, R, XLR 1300/1600 (PRE-FACELIFT) ENGINE CAPACITY: 1297cc, 1599cc, 1996cc or 2994cc YEARS PRODUCED: 1968 to 1972 PRICE WHEN NEW: £15 (L), £32 (X), £44 (XL), £39 (R), £79 (XLR) RARITY RATING: lllll ENGINE CAPACITY: 1297cc or 1599cc YEARS PRODUCED: 1968 to 1972 PRICE WHEN NEW: £890 (1300, 1969) RARITY RATING: lllll Buying a Capri was easy as A, B, C – Ford pushed option packages (called Custom Plans) by making nine models readily available from the dealer, and all others special order. Custom Plans were offered on the base Capri or GT, usually in combinations marked out on front wing badges: L, X, XL, R or XLR. The L gave bumper overriders, dummy side vents, foot-operated wash/wipe. X added twin horns, reversing lights, contoured rear seat, reclining fronts, and dipping interior mirror. R (available only on the GT) meant matt black grille, sills and rear panel, optional matt black bonnet, map light, leather steering wheel, and 5x13 inch Rostyle wheels. Custom Plans were reduced to L, XL or GT XLR in September 1970. Ford’s ‘car you always promised yourself’ turned out to be a base-model Capri (known to Ford as Deluxe) with a 1300 or 1600cc Crossflow (52 bhp or 64 bhp) under its plain bonnet, mated to a four-speed manual gearbox (auto was optional on 1.6s). There were rectangular headlamps, 4.5x13 inch steel wheels, two-dial instrumentation (110 mph speedo for the 1300; 120 mph for the 1.6), vinyl bucket seats and a bench in the back. Rostyles, brake servo and reclining seats were optional. Metric engines were fitted from September 1970, now quoted as 57 bhp (1300cc) and 68 bhp (1600). Base-spec Capris were built to order – showroom cars came with L or XL Custom Plans – and are now extremely rare. 3000E ENGINE CAPACITY: 2994cc YEARS PRODUCED: 1970 to 1972 PRICE WHEN NEW: £1513 RARITY RATING: lllll Packed full of Ford goodies and the finest Essex V6 engine configuration, the Executive Capri was perhaps the UK’s ultimate pre-facelift Mk1. Launched in March 1970, the range-topping 3000E was based on 30 Spring 2024 the GT XLR, minus the matt black bonnet and map reading lamp. The typical Mk1 mock-wood trim was swapped for a black fascia and centre console, cut-pile carpets, unique seats (often with optional cloth centres), distinctive door cards and rear panels with armrest ashtrays. There was a push-button radio, heated rear windscreen, opening rear quarter windows, underbonnet light, and carpeted boot with lamp. A black vinyl roof was optional at extra cost, as was a desirable sliding steel sunroof. Magnificent. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
SPECIAL L (FACELIFT) ENGINE CAPACITY: 1599cc, 1996cc or 2994cc YEARS PRODUCED: 1971 to 1972 PRICE WHEN NEW: £1299 RARITY RATING: ●●●●● ENGINE CAPACITY: 1297cc or 1593cc YEARS PRODUCED: 1972 to 1973 PRICE WHEN NEW: £1118 (1300L, 1972) RARITY RATING: ●●●●● Funky and fruity, the Capri Special appeared in September 1971, commonly called Vista Orange Special thanks to its tangy paint scheme. Based on a 2000GT, 1200 Specials were built. All had a back vinyl roof plus fabric upholstery, radio and heated rear windscreen; a rear spoiler and rear window slats could be dealer-fitted. A second edition burst out in June 1972, known as Special or S and based on the 1600GT, 2000GT or 3000GT XLR in Ebony Black with Ruby Red interior and red coachline or Light Emerald Green with black interior/gold stripe. A black vinyl roof was standard, as were bonnet bulge, export-spec side repeaters, opening rear quarters, cloth seats and 3000E dash. Softened and sanitised, the Mk1 facelift arrived in September 1972, with Capri L starting a rationalised range. The power-bulge bonnet, bigger back lights, larger rectangular headlamps, smaller dummy louvres and black back panel were standard, as were a Granada-type dash with glovebox, two-spoke steering wheel and passenger vanity mirror. Underneath was a rear ARB in place of radius rods, and comfier spring rates. Crossflow-powered 1300Ls (57 bhp) were joined by Cortina-spec Pinto-engined 1600Ls (72 bhp). Wheels were 5x13 inch steels with hubcaps and radial tyres on the 1.6, but crossplies and non-servo brakes still hampered the 1.3. No Custom Plan was available, but loads of options were offered. GT (FACELIFT) ENGINE CAPACITY: 1593cc, 1996cc or 2994cc YEARS PRODUCED: 1972 to 1973 PRICE WHEN NEW: £1371 (1600GT, 1972) RARITY RATING: ●●●●● Ford’s Grand Tourer had grown up, ditching the 1300 engine and swapping the 1.6 Crossflow for a Pinto with twin-choke Weber – making 88 bhp and 106 mph. The V4 2000GT (92 bhp but little advantage over 1.6) and V6 3000GT remained (now with 140 bhp) but the latter came with a better gearbox (Consul instead of Zodiac-sourced). Rectangular headlamps and plain rims echoed the facelifted XL but the GT gained black grille and sills, black fascia, sixclock dash, centre console, clock and leather-rimmed steering wheel. A sports ‘R’ custom pack added sculptured (‘dartboard’ design) steel wheels, twin auxiliary lamps below the bumper, bodyside stripe, map reading light and leather-effect gearknob. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd GXL (FACELIFT) ENGINE CAPACITY: 2994cc YEARS PRODUCED: 1972 to 1973 PRICE WHEN NEW: £1824 (3000GXL, 1972) RARITY RATING: ●●●●● Undoubtedly the ultimate mainstream Mk1, the flagship facelift GXL took over where the 3000E left off – combining 3000GT basics with stacks of standard kit. The 140 bhp V6 was mandatory, mated to manual or autobox. Quad round headlamps distinguished the front, while sports steel wheels, bodyside rubbing strips, opening rear quarter windows and heated rear screen were stock. Ford also supplied a push-button radio, cowl-side map pockets, wood-effect fascia, ashtrays in the rear armrests, underbonnet and boot lamps, and a map reading lamp. Many GXLs were fitted with optional fabric upholstery (cloth centres within vinyl surrounds) and black vinyl roof, which became standard from April 1973. RS3100 ENGINE CAPACITY: 3091cc YEARS PRODUCED: 1973 PRICE WHEN NEW: £2412 RARITY RATING: ●●●●● Cosworth-tuned and completely gorgeous, the RS3100 was a homologation special for European touring car racing: 1000 were required, but Ford bent the rules and produced just 248 at Halewood, UK. A successor to the German-built RS2600, the RS3100 was developed around the facelifted 3000GT by Advanced Vehicle Operations (AVO) in Aveley. Its Essex V6 was bored out to 3091cc, the compression ratio was raised, and grunt increased to 148 bhp; its top speed was 125 mph. RS2600-type underpinnings included Bilstein dampers, 1 inch lower springs, ventilated front brakes and 6x13 inch four-spoke alloy wheels. Its GT-type cabin added black headlining, while the body gained a ducktail spoiler, black bootlid, front airdam, black quarter bumpers, quad headlamps and gold decals. Spring 2024 31
MK1 MODEL GUIDE XL (FACELIFT) ENGINE CAPACITY: 1593cc YEARS PRODUCED: 1972 to 1973 PRICE WHEN NEW: £1238 (1600XL, 1972) RARITY RATING: ●●●●● With the Facelift Mk1s, gone were Custom Plans, and in came the XL as a Mk1 Capri in its own right – now in full facelift format with big rectangular headlamps, larger rear lamp clusters and requisite bonnet bulge. Closely based on the 1.6L – offered only with 1.6 Pinto powerplant – the XL retained the overriders and fake-wood-grained dashboard plus illuminated heater controls and handbrake warning lamp. Much of the XL pack remained, including twin-tone horns, dipping rear-view mirror and reclining front seats, now joined by contoured rear seat with folding armrest instead of the Capri L’s back bench. Plain hubcaps were stock, but sports steels were a quintessential option. THIS ONE’S MINE ROGER KELSEY The Capri is a national treasure and there’s often nostalgia at play when a purchase is made. Roger is no exception: “This isn’t my first Capri. After leaving school in 1966, I did an engineering apprenticeship with Ford Motor Company at their training school in Harold Hill, Essex. In 1972, now earning an eyewatering £2500 a year, I decided to splash out and, via Ford Motor Credit, spent the princely sum of £1050 on an ex-management Daytona Yellow Capri 1600GT XLR with 4037 miles on the clock. In 1976, having married and started a family, I reluctantly sold it and bought a more practical family car. In February 2020, I came across KML590K 32 Spring 2024 while browsing classic cars for sale. It reminded me so much of my first Capri almost 50 years before that I had to have it, even though it cost me more than ten times the price of my first Capri.” “I’ve had the interior tidied up with a few seat repairs, some repairs to the instrument panel and parcel shelf, fitted inertia reel seat belts and an electric screen wash plus some tidying up under the bonnet. Other than that, most of what you see today is the result of all the hard work of the previous owner.” It’s proved to be a reliable classic, with Roger experiencing no real issues. He’s fitted a new water pump and dynamo and had the car tuned on a rolling road to make the most of that diminutive powerplant. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
GERMAN CAPRI ENGINE CAPACITY: 1293cc, 1305cc, 1498cc, 1593cc, 1699cc, 1998cc, 2293cc or 2550cc YEARS PRODUCED: 1969 to 1974 PRICE WHEN NEW: £N/A RARITY RATING: ●●●●● RS2600 Saarlouis-built Capris had similar trim to home-market Halewood Mk1s but smaller brakes, softer suspension and alternative engines: a 50 bhp 1305cc V4, 1498cc V4 (60 bhp) or 75 bhp 1699cc (V4). Cologne V6s appeared in May 1969, in 2-litre (85 bhp or 90 bhp) or 2.3-litre (108 bhp) form. Bonnet bulges and matt-black trim were common. September 1969’s 2300GT boasted 125 bhp, superseded in 1970 by an equally-powerful 2600GT. September 1972 saw V4s replaced with 1293cc (55 bhp) and 1.6 Pinto (72 bhp or 88 bhp in GT spec) powerplants, produced alongside 2.3, 2.6 and 3-litre (Essex) V6s. Want more? The Ford-approved Michael May-tuned 2.3 turbo offered 180 bhp to 250 bhp in a Mk1. Crikey! Hardcore homologation special, the RS2600 was not only the most-powerful road-going Mk1 (150 bhp), it was also a motorsport monster, packing 325 bhp in race trim. AVO-engineered but German built, the RS2600 had Cologne 2637cc V6 with 10:1 compression ratio, Kugelfischer fuel-injection, alloy manifolds and modified suspension. No bumpers but quad headlamps, Scheel seats, alloy wheels, matt black stripes and bonnet. Fifty lightweight ‘Plastikbombe’ RS2600s were built, with fibreglass panels, perspex windows and single-coat paint, but deleted heaters and carpets. Road cars were revised in 1971, featuring softer suspension, quarter bumpers, four-spoke alloys, vented discs and a better gearbox. Just three (of 3532) RS2600s were converted to RHD; here they’re massively under-appreciated yet truly magnificent. ENGINE CAPACITY: 2637cc YEARS PRODUCED: 1970 to 1974 PRICE WHEN NEW: £NA RARITY RATING: ●●●●● PERANA MERCURY CAPRI ENGINE CAPACITY: 4949cc YEARS PRODUCED: 1970 to 1972 PRICE WHEN NEW: R4450 (1970) RARITY RATING: ●●●●● ENGINE CAPACITY: 1599cc, 1993cc, 2550cc or 2792cc YEARS PRODUCED: 1970 to 1974 PRICE WHEN NEW: $2300 (1970) RARITY RATING: ●●●●● Fabled and fearsome, this South African muscle car was created by Johannesburg-based tuner, dealer, racer and quick-thinking businessman Basil Green. Mating imported Capri 3000Es to 5-litre V8 motors from locallymade Ford Fairlanes, Green added a high-lift cam and Holley carb to kick out 281 bhp and 142 mph. A Mustang gearbox, Ford Falcon axle and LSD put grunt to the ground. Lowered suspension, a quick rack, Rostyle rims and black stripes were part of the package, and spoilers were optional; an all-black cabin included a Perana-badged steering wheel. Homologated for motorsport (500-plus were built), Peranas were so fast on track (scooping lap records on every circuit) that they got banned. Europe’s baby Mustang was sold alongside the real deal in the USA, when Ford imported Capris and flogged them through Lincoln-Mercury dealers. Federalised with quad headlamps, indicators in the grille and sidelights on the front wings, early cars featured a 71 bhp 1.6 Crossflow, which was derided by buyers for poor performance. A 2-litre Pinto (100 bhp) appeared in 1971, with optional automatic transmission. The Cologne 2.6 V6 was added in 1972, producing just 107 bhp thanks to emissions laws (the 1.6 was now 64 bhp; the 2-litre only 86 bhp). Safety legislation brought dodgem bumpers in 1973/4 (front/ rear), air conditioning was optional, and the Cologne 2.8 replaced the 2.6, complete with an EGR system and a pitiful 105 bhp. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Spring 2024 33
FAMOUS CAPRIS STAR TURNS Whether it was the small screen or race track, Capris were making headlines throughout the decades. Here are some of the standout cars. THE PROFESSIONALS 3.0S A slicker version of The Sweeney, but with more dubious plotlines, The Professionals was responsible for many a youth lusting after a Mk3 Capri in the late 1970s and early 1980s. Starring Lewis Collins, Martin Shaw and Gordon Jackson as members of government agency, CI5, Ford landed the PR coup of the decade when they were allowed to supply all the vehicles for the drama series. Naturally, Ford Of Britain’s output featured heavily throughout the show’s six-year run. Bodie had a silver 3.0S from the off, but it took a few episodes for Doyle to swap his white Mk2 RS2000 for a bronze 3.0S. There was no stopping them after that with plenty of tail-sides, flung-open driver’s doors, diving across bonnets and that lovely V6 rumble. Where are they now? Various cars and registration plates were used during filming, and as a result the survival rate was pretty good, with at least four known to have survived. ONLY FOOLS & HORSES 2-LITRE GHIA Remember a time when it was possible to pick up a usable Capri for £400? Only Fools and Horses fans do — January 27, 1991, to be precise… for that was the date that that the episode entitled ‘He Ain’t Heavy, He’s My Uncle’ first aired. Contained within is 34 Spring 2024 the scene in which main character, Del Boy (played by David Jason) first acquires the soon-to-be-legendary Capri Ghia. Mistyeyed fans will fondly remember how Boycie sells Del Boy a clapped-out banger — soon to be dubbed The Pratmobile — which had been traded in and was destined for the crusher; however, for the princely sum of £400 our hero is able to snaffle the keys, turning the Trotter family into a two-car household again, alongside the iconic Reliant Regal van. What started as a Mk2 soon morphed into a Mk3 (actually a 2.0S) but wearing the same numberplates, tiger-skin-effect interior and all manner of stick-on tat that you could buy from a motor factors back in the day. Where are they now? Both the Mk2 and Mk3 survive, though the former is rotten beyond saving. The Mk3 is still in rude health however, and The Pratmobile sits within a private collection along with the show’s original Reliant Regal van. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
THE 4X4 RALLYCROSS CARS Rallycross? Do you remember when it was a popular winter’s Saturday-afternoon TV sport? High performance cars and mud somehow didn’t go together, but the sideways antics of the heroic drivers was enthralling. Ford at Boreham, which missed nothing in those days, jumped on the original rallycross wagon with Escort Twin Cams, but it was traction that was missing. Competitions Manager, Henry Taylor that put two and two together at the end of 1968, even before the Capri was launched. He knew that Ford had already been working with Harry Ferguson Research to develop Capri 4x4 road cars, but that the project had stalled. Having begged a prototype Capri from the press fleet, he got his mechanics to insert a V6 engine and the latest HFR fourwheel-drive transmission. The first car ran at Croft in February 1969, in front of ITV cameras, where Roger Clark used it to win three races. Four weeks later, not one but two Capri 4x4s appeared, but they didn’t win that weekend. A year later Boreham had built three cars, all fiercer than the originals. Two of them had 212 bhp, 3-litre engines, but Roger’s car had 252 bhp from 3.1-litres. Dominant where the regulations were not stacked against them, and with enough traction to win the Sunday Express/ITV rallycross series in 1970/1971. But that was that. With Boreham far too busy with BDA-engined Escorts, the Capri 4x4s were sold off. Where are they now? One of the later cars is known to have survived and lives in an undisclosed location. THE RS3100 RACE CARS MINDER 2.0S Arthur Daley may have preferred Jags, but his minder, Terry McCann, was very much a Capri man. In the 1979 TV series from the off, Terry buys a white 2.0S (with optional vinyl roof), registered SLE 71R from Arthur in the opening credits and never looks back. Terry later graduated to a gold, then white Mk3, but it is always the Mk2 that is best remembered. Where is it now? Rediscovered in the 1990s, it was subsequently restored, then rebuilt after an underbonnet fire in 2021. The RS3100 was a great race car, killed off before its time by the Energy Crisis. In the end, there were no events for them to race in, and the major opposition — BMW — just faded away. Compared with BMW, they needed more power, so Ford and Cosworth found a lot more. First of all, Ford-UK produced enough 3.1-litre lumps with vast rear spoilers to gain homologation, then Cosworth produced the 3.4-litre GA V6, which had twin-cams per bank and four-valves per cylinder — and 420 bhp then later 455 bhp. Ford-Germany did a wonderful job with the aerodynamics, adding new front and rear spoilers, massive air vents for the rear brakes, coil-over rear suspension, tested assiduously at the Nürburgring to get the handling right — then looked around for races to win. Unhappily, European touring car racing imploded after the Energy Crisis arrived, so the cars were unemployed. Even so in two years, 1974 and 1975, the works cars started 17 races and won eight of them outright. They were charismatic, and ultra-rare, monsters, which would be Ford’s fastest homologated cars until the Sierra RS500 Cosworth arrived a decade later. Where are they now? A handful have survived, and continue to be used, some competitively. THE ZAKSPEED RACE CARS The red, yellow and black race car first shown to the European media in 1978 was simply monstrous - 10 inches wider than a road car, several inches lower — and with a 370 bhp turbocharged BDA engine. That was just the start, for several iterations later, and within two years, the same cars would have 600 bhp. Germany’s version of Group 5 allowed a car to look something like a road version, but to be very different everywhere else — different chassis, brakes and different aero package — with totally different engines. Zakspeed, therefore, decided to start from scratch, first with a multi-tube spaceframe chassis to which some Capri body panels were welded, including state of the art Capri race car suspension, and then with a turbocharged BDA engine for the power. Careful reading of the regulations (where a ‘factor’ of 1.4 was applied to turbo engines to give them an equivalent new capacity of 2-litres) showed that a 1428cc BDA engine would just do the trick. And so it did, by producing 370 bhp. This was just the start, for in 1980 a 1.75-litre BDA was ruled to be equivalent to 2.5-litres, and since Zakspeed’s engineers were now offering 560 to 600 bhp, no-one was complaining. Even the early Zakspeed car Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd could reach up to 170 mph when suitably geared, and the final 600 bhp machines could easily beat 200 mph, though this was rarely necessary... Where are they now? At least two have known to have survived, with another two recreated in recent years using largely original parts. Spring 2024 35
Words Dan Williamson Main photo Adrian Brannan CAPRI MK2 36 ROOM TO GROW The Mk2: bigger, better-specced and thanks to the addition of a tailgate, easier to live with, too. Spring 2024
C liched, maybe, but rock music’s second-album syndrome tends to bite harder than even the sequel to a blockbuster movie. Can a new car ever capture the magic of its iconic first generation? Perhaps not. Ford had already experienced an especially difficult follow-up to its phenomenal Mustang, when the Mustang II of September 1973 turned out to be more shopping trolley than muscle-bound brawler. Yet the Blue Oval still played down sportiness for the second-generation Capri of January 1974, in part due to a worldwide fuel crisis but more to broaden the Capri’s appeal for families and fleets. Sales of the Mk1 had been slipping because more manufacturers had waded into the coupé battle: Opel’s Manta, Lancia’s Beta, Renault’s 15/17, Volkswagen’s Scirocco and even Reliant’s Capri-engined Scimitar GTE would soon all be fighting for the Mk2’s would-be buyers. With work on the new Capri — codenamed Diana — beginning in 1970, Ford designers tackled the original car’s perceived weaknesses to increase its British market share; whereas Germany targeted a youthful audience, the UK needed allround usability. Crucially, cabin and luggage space was too small for a car of its size, and rearward visibility was still a complaint. The solution was as clear as it was practical: a hinged tailgate with a large window and vastly increased access to the boot. Stylists penned crisp, clean lines, keeping an obviously familiar shape and rectangular headlamps but de-cluttering by deleting the scalloped swages and dummy vents — although the distinctive bonnet bulge kept pride of place. Overall dimensions increased by 2 inches width, an inch height and a little length. The rear track was wider, there was much more glass, and significant strengthening was introduced to replace rigidly lost by cutting hole for the hatchback. The resulting increase in weight was hampered by aerodynamics inferior to the car’s predecessor. Yet there wasn’t a power hike to redress the balance. Like the outgoing Capri, the Mk2 was offered as a four-cylinder 1.3 Crossflow (57 Spring 2024 37
CAPRI MK2 bhp), 1.6 Pinto (72 bhp or 88 bhp in GT guise), or 2-litre – now a Pinto in place of the V4, pushing out 98 bhp. The Essex V6 also returned, boasting 138 bhp; German Capris received a 2.3-litre Cologne V6 instead. Understandably, performance suffered, although a close-ratio gearbox and variations in diff ratios numbed the pain. If you wanted an even slower Capri, there was the option of a three-speed automatic on all engines except the 1300, but now Ford’s C3 in place of the Mk1’s Borg Warner 35. Braking was upgraded to cope with the added kilos, including larger front discs matched to the same 9 inch rear drums. The suspension was again softened for domesticated buyers, and there was a new option of power-assisted steering. The cabin seemed fresher thanks to the bigger windows, yet the facelifted Mk1’s dashboard and steering wheel remained. Fold-flat back seats (split-folding on highspec cars) allowed the Capri to double as an estate or leisure vehicle, and extra soundproofing saw Ford searching for refinement. Initially, the firm intended to seek an executive audience, expecting most Mk2s to be sold in metallic colours. So to top the range was a new Ghia, marketed in a separate brochure and almost always built in Germany. The theme eschewed sportiness, supplying The Mk2 was noticeably wider than the Mk1, offering more room for four occupants. plush seats and vinyl roof, but was offered only with 2-litre or 3-litre powerplants. Further down the range were GT, XL and L, where Ford hoped to steal buyers from rivals. Ever-conscious of competing on price, the firm went all out on promoting the Capri’s economy, advertising the entry-level 1300 as ‘a Capri for the price of an ordinary family saloon’. Thankfully, it wasn’t long before Ford realised the taming of the Capri had gone too far, with the sportiest variant — the GT — looking almost identical to the XL. Enter the Capri GTS of 1975, also known as JPS thanks to gold highlighting resembling the contemporary cigarettesponsored Lotus Formula One racer. It didn’t matter whether it was a 1.6, 2-litre or 3-litre, the GTS had blacked-out trim, alloy wheels and uprated suspension. It was the start of the Capri’s resurgence. October 1975 saw the Mk2 range Ford simplified the Mk2 range somewhat, but the GT model still remained — until the end of 1975. 38 Spring 2024 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
The GTS came in distinctive black and gold livery. This is the Player version for the US market... Adding a tailgate increased the Capri’s practicality. Note huge safety bumpers on this US model. Engines ranged from 1300 Crossflows up to the 3-litre Essex (below) carried over from the Mk1. The now much-covered S version came with this superb striped cloth trim. “WITH THE INTRODUCTION OF THE S WITH ITS STRIPES AND ALLOYS, SUDDENLY THE CAPRI WAS COOL AGAIN” realigned with new models, including an entry-level base, the GL replacing XL, and S ousting the GT. Suddenly, the Capri was cool again; with the S’s stripes, funky seats, alloy rims and (from 1976) front spoiler, it could genuinely lay claim to being the car you always promised yourself. Yet there was no doubt that worldwide Capri sales were diminishing — especially in the USA — so Ford ceased Halewood production, and moved all European Capri assembly to Cologne in October 1976. And within 18 months it was gone, superseded by the Mk3. Just 404,169 Mk2s were built, making it by far the rarest of all Capri generations. And not just due to overall numbers; rot took its toll, and the generally unpopular Mk2 spent most of its life as an ugly duckling, with owners often revamping bodywork to look like its replacement: the Capri Mk3. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Practical classic: Ford played down the Capri’s sporting aspirations with the release of the Mk2, highlighting it’s family-friendly aspects instead. A mistake it later turned out. Spring 2024 39
MK2 CAPRI MODEL GUIDE The Mk2 may have been bigger, but Ford set out its stall with a smaller model range. There was still plenty to choose from though. Words Dan Williamson, Graham Leigh JPS photos Adrian Brannan 1300/L ENGINE CAPACITY: 1297cc or 1593cc YEARS PRODUCED: 1974 to 1978 PRICE WHEN NEW: £1731 (1300L, 1975) RARITY RATING: lllll Second-generation Capris saw the old coupé changed into a hatchback, and somewhat squarer styling. Entry-level L models lacked charm or lovability, and the basic Crossflow-engined 1.3 wheezed out 57 bhp, taking 18.7 seconds to hit 60 mph. The Pinto-powered 1.6 gave 72 bhp/97 mph and servo brakes, but both wore boring 5x13 inch steel wheels, rectangular headlamps and vinyl seats. The sub-L base-spec Capri 1300 from October 1975 had black bumpers and fabric trim, while the 1.3/1.6L gained chrome, sports wheels, servo, driver’s mirror, cloth recliners, split rear bench, boot mat and wood-effect dash. February 1976 meant an Economy engine for 1300/L, 85 mph top speed and 21.6 seconds from 0-60 mph. GL ENGINE CAPACITY: 1593cc or 1993cc YEARS PRODUCED: 1975 to 1978 PRICE WHEN NEW: £2625 (1600GL, 1977) RARITY RATING: lllll October 1975’s XL replacement, the GL took over the trim level but added sports steel wheels, side rubbing strips, chrome bumpers with rubber inserts, tailgate wiper, 40 Spring 2024 GT ENGINE CAPACITY: 1593cc YEARS PRODUCED: 1974 to 1975 PRICE WHEN NEW: £1897 (1975) RARITY RATING: lllll ENGINE CAPACITY: 1593cc, 1993cc or 2994cc YEARS PRODUCED: 1974 to 1975 PRICE WHEN NEW: £2155 (2000GT, 1975) RARITY RATING: lllll Badge and trim levels initially carried over from the Mk1 into Mk2, when the XL was offered only with 72 bhp 1.6-litre Pinto, plodding to 60 mph in 14.2 seconds and strolling to an eventual 97 mph. Closely related to the slightly-cheaper 1.6L with two-clock black dash, the XL added reclining front seats, black carpets on the seat backs and boot floor, a dipping rearview mirror, centre console and handbrake warning light. Outside it was recognised by black-painted sills, shiny exhaust, matt black back panel and XL badge. Cloth trim, sports steel wheels and halogen headlamps were optional. XL trim was replaced by GL in October 1975; now unfeasibly rare. Grand Tourer badging was Getting Tired but Ford revived it for the Capri II, offered as before with an 88 bhp 1.6 Pinto (104 mph) or 3-litre Essex (138 bhp/121 mph, adding bigger brakes and twin exhausts) but now with a 2-litre Pinto (98 bhp/108 mph) instead of the Essex V4. Too tame to look at, with just halogen headlamps and GT badges to set it apart from the XL. Inside was black six-dial dashboard, perforated headlining, vinyl recliners, contoured rear seat, padded-rim steering wheel and centre console with clock. The Sports Custom pack was an essential option, adding dartboard (sculpted steel) wheels, coachlines, tailgate wiper, bumper overriders and map light. XL halogen headlamps, driver’s door mirror, cloth seats, split/folding back seat, fake wood two-dial dash, and centre console with clock. The matt black back panel and black sills remained. Automatic transmission was optional, and GLs could be ordered with a 2-litre Pinto – in typical 98 bhp spec; the top speed was 108 mph, and 0-60 mph took 10.5 seconds (slower than the twin-choke Cortina). A push-button radio was added in October 1976, then it was replaced by the Mk3 GL in February 1978. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
GTS/JPS ENGINE CAPACITY: 1593cc, 1993cc or 2994cc YEARS PRODUCED: 1975 PRICE WHEN NEW: £2330 RARITY RATING: ●●●●● Iconic and so sexy: the fag-packetbranded Capri GTS, aka Midnight Special aka Capri John Player Special (JPS). A GT-based 1.6/2-litre/3-litre (usually 1.6) forerunner to the S, it celebrated Ford’s links to JPS-sponsored Lotus Formula One team, following the racers’ black/ gold theme. All Halewood-built, 2003 examples were produced between March and June 1975 – most were black but a quarter of those built were Diamond White. The brightwork was blacked out or replaced with gold, there were gold coachlines, black/gold seats, black headlining and 5.5x13 inch alloys: 1.6 and 2-litre models had RS four-spokes with gold highlights, while 3-litres had black and gold Ghia eight-spokes. All received uprated suspension. Smoking! THIS ONE’S MINE KENNY MULLEN You know that nostalgia thing that keeps cropping up? Kenny Mullen has never really stopped buying Capris, having owned around 30 over the years. He does miss those halcyon days of them being cheap and plentiful though. Kenny fell into Capris and realised what he was missing. “The Capri wasn’t my first choice. I was driving a Mk4 Cortina GLS but unfortunately, it got stolen. A cheap Capri came up at the right time which was my first one and the rest is history.” Kenny bought this 2-litre Pintopowered example back in 1989 for the princely sum of £250 with tax and MoT. As time went on, the Mk2 became a little tatty with the rigours of all-season daily duties and it was taken off the road. “I initially took her off the road with the intention of carrying out a quick respray. However, life happened and the Capri sat under a cover for many years. When I finally got around to starting the project, time had taken its toll. I set about restoring her which took around three years. Good or bad, it’s all my own work. I’m pretty happy with it, for now.” Looks good to us, Kenny! Often referred to as JPS Capris, they were officially GTS models that clearly gave a nod to the livery of the successful Ford-powered John Player Special-sponsored Team Lotus Formula 1 cars of the day. Kenny’s example looks handsome with its boot spoiler, front S spoiler, four branch manifold and Kenlowe cooling fan. “Both myself and my daughter are proud members of Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Capri Club Scotland, a great club with fantastic members who are always willing to help. At the moment I own the Capri, but I have gifted it to Abbie who will keep the legend alive.” Spring 2024 41
MK2 MODEL GUIDE GHIA S ENGINE CAPACITY: 1593cc, 1993cc or 2994cc YEARS PRODUCED: 1975 to 1978 PRICE WHEN NEW: £3077 (2.0S, 1977) RARITY RATING: ●●●●● Saucy and sexy, the Capri S saw its first appearance in October 1975 as an upgraded GT (essentially a productionised GTS), adding black bumpers with rubber inserts, twin black door mirrors, funky side stripes and 12-spoke alloy wheels; there was also uprated suspension, a three-spoke RS-type steering wheel, Rialto fabric recliners with headrests, a six-dial dash and centre console. Optional black paint was offered to no other Mk2 model. The GT’s engines remained as a 1.6 (88 bhp), 2-litre (98 bhp) or 3-litre (138 bhp); the V6 added power steering as a delete option. October 1976 saw the S gain a radio, Cadiz (deckchair) upholstery, a front airdam and Ghia-type eight-spoke alloys. So much want… ENGINE CAPACITY: 1993cc or 2994cc YEARS PRODUCED: 1974 to 1978 PRICE WHEN NEW: £3099 (3-litre Ghia, 1975) RARITY RATING: ●●●●● Ghia became the new Executive Capri, gaining a 2-litre Pinto powerplant alongside the outgoing 3000E’s Essex V6 (here with delete-option power steering). Introduced in May 1974, the German-built Ghia added a vinyl roof, eight-spoke alloy wheels with black highlights, tinted glass, opening rear quarter windows, sliding/tilting sunroof, rear wiper, chrome bumpers (with overriders), bump strips, window surrounds and chrome-framed grille. Inside were Seventiestastic Rialtotrimmed seats with integral headrests, push-button radio, a leather steering wheel, extra sound insulation and a parcel shelf. A remote-control driver’s door mirror and silver alloys were fitted from October 1975, then automatic became standard on the 3-litre after April 1976. MERCURY CAPRI ENGINE CAPACITY: 2301cc or 2792cc YEARS PRODUCED: 1975 to 1977 PRICE WHEN NEW: $4573 (2.8, 1976) RARITY RATING: ●●●●● Federalised Mk2s appeared in 1975 after US dealers spent 1974 flogging overstocked Mk1s. Twin headlamps were mated to ugly bumpers and grille-mounted indicators; the choice of catalytic converter-equipped engines was a Pinto-type 2.3-litre Lima (88 bhp) or 2.8 Cologne V6 (boasting 109 bhp, 0-60 mph in 10.6 seconds, and twin exhausts). Specs were base, S or Ghia, but Decor packs offered contoured seats, embossed vinyl and opening rear windows. Mercury’s Le Cat Black S option echoed the UK’s JPS; the Rally Cat pack gave a rear spoiler and bonnet/roof stripes. The R/S added Zakspeed-type flared arches and wide wheels but sadly zero performance enhancements. The European-built machine was replaced in 1979 by a Mustangbased Mercury Capri. 42 Spring 2024 SERIES X ENGINE CAPACITY: 2994cc YEARS PRODUCED: 1977 to 1978 PRICE WHEN NEW: £9625 RARITY RATING: ●●●●● X-rated and muscle-bound, the wide-boy Mk2 – officially called Series X but often known as X-pack – came in August 1977 as a highperformance option using goodies from the RS parts catalogue, and adding £2331 to the price of a regular 3.0 S. Its Essex V6 rose to 175 bhp/194 lb.ft thanks to bigger inlet and exhaust valves, triple Weber carbs and an electric fuel pump. There was a limited-slip differential, ventilated front discs, stiffer suspension, an anti-dive kit, uprated anti-roll bar, and 7.5x13 inch four-spoke alloys beneath Zakspeed fibreglass wheelarch extensions. The top speed? A real 130 mph. Zero to 60 mph? Just 7.4 seconds. The looks? Sexy as hell. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
Words Dan Williamson Main photo Adrian Brannan CAPRI MK3 FIGHTING BACK The Mk3: Ford saved the best till last for the final version, with a whole myriad of limited-editions and performance options to keep the car relevant against the rise of the 1980s hot-hatch. 44 Spring 2024
or many Ford fans, the Mk3 is the defi nitive Capri. So long-lived yet so similar to the original — in style, layout and even performance — and still a car that can be driven with pride among today’s technological marvels. In fact, the Capri’s simplicity was what kept it cost-effective; its place in British culture was what kept it relevant. Today, you need only mention TV’s The Professionals, and you’re instantly taken back to Bodie’s Mk3 Capri 3.0S skidding around side streets. And Ford was all too aware of halo models shifting units; so there was no surprise the third-generation Capri came in as many different colours and flavours that the German factory could produce. Internally codenamed Carla, F the Mk3 Capri was essentially just a facelift of the Mk2, initiated in April 1977 for introduction in March 1978. Surprisingly little had been redesigned, although Ford had started taking aerodynamics into account; whereas the Mk2’s drag coefficient was 0.428Cd, the Mk3 managed 0.403 thanks to its new front airdam and grille. A rear spoiler, which had been tested on German Mk2s, slashed the figure down to 0.374 — a happy side-effect of sportier styling meaning better fuel economy and a higher top speed. It would be fitted to all sporting Capris from then onwards. Ford’s marketing department had chosen quad headlamps throughout the range, with an extended bonnet to give a more aggressive appearance in rear-view mirrors. The rear lamps were enlarged into a ridged design that would soon be found on Granadas, Cortinas and the Mk3 Escort. Black wrap-around bumpers followed a safety theme, echoed by the standard fitment of a laminated windscreen and a bit more padding on the dashboard. All but the Ghia now received the RS-type three-spoke steering wheel. Beneath the skin, the story remained the same. If you wanted a Capri that would barely travel above walking pace, you could order a 57 bhp 1.3 Crossflow; otherwise, 72 bhp and 88 bhp 1.6 Pintos, a 98 bhp 2-litre Pinto, or the 138 bhp 3-litre Essex V6 would do the trick. German-market Capris still differed from UK-bound examples, mostly carried Spring 2024 45
CAPRI MK3 over from the Mk2: 1.3, 1.6 and 2-litre four-pots, plus 2-litre or 2.3 Cologne V6s and the Essex 3-litre V6s. Gas-fi lled dampers (on all but the entry-level Capri) and thicker anti-roll bars (on high-performance versions) were added to aid ride and handling, while the brakes and transmission remained largely unchanged. Trim levels were initially carried over from the Mk2, but it wasn’t long before Ford realised the family market had outgrown the Capri, and it made more sense to rebuild the car’s ageing image. So while the Capri S became more ostentatious — its fade-out S decals, rubber rear spoiler and optional Recaro seats were soon synonymous with the Mk3 — the low-rent versions gradually disappeared. Go-faster stripes go a long way: the first Mk3 special edition, the GT4 of 1980. “IT WASN’T LONG BEFORE FORD REALISED THEY NEEDED TO REBUILD THE CAPRI’S IMAGE” Not sold in the UK, the Capri 2.8 Turbo raided Ford’s Series X parts bin. The Ghia was carried over from the Mk2, but only lasted three years. 46 Spring 2024 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
The basic 1300 was dropped fi rst, followed by the 1.6S in 1980 and 1.3L in 1981. Old stocks were used up as special editions, after the GT4 of February 1980 had shown sales strength in adding stickers. The GL and Ghia were soon discontinued, leaving a range looking considerably sportier: all Capris now wore rear spoilers and at least a 1.6 Pinto. By then, hot hatchbacks had taken hold of the market, and coupés were seen as old-fashioned. But the Capri wouldn’t go down without a fight. In 1981, Ford’s newlyassembled Special Vehicle Engineering team was tasked with bringing desirability back to the Capri: the resulting 2.8 Injection had been improved in every area, receiving ventilated front discs, 7x13 inch pepperpot alloys and a 160 bhp Cologne V6, meaning 129 mph and 0-60 mph in 7.9 seconds. From 1983, it also gained a five-speed gearbox. By then, the coupé was past its sell-by date, and only the British market retained a taste for traditional rear-wheel-drive fare. In November 1984, Ford pulled the plug on selling the Capri everywhere except the UK, and the range was reduced to just two models: the Laser (effectively replacing the LS and S, as 1.6 or 2-litre, which added a five-speed gearbox) and the 2.8 Injection Special, which followed the Europe-only 2.8 Super Injection with limited-slip differential, seven-spoke alloy wheels and half-leather Recaros. Even so, it wasn’t quite the ultimate Mk3: the Tickford Turbo, built by Aston Martin Tickford from 1982 to 1987, featured a 205 bhp turbocharged engine, boxy bodykit, redesigned rear suspension and walnut dashboard. Yet the Capri’s niche sector was spiralling ever smaller, and it was axed in November 1986 with a celebratory Capri 280 fi nal edition. Built in December 1986 and available from March 1987, its Brooklands Green paintwork was complemented by 15 inch alloys and Raven leather upholstery; 1038 were built from a total of 1,886,647 Capris of all generations. It was a fitting end for a masterpiece of planning, marketing, design and driving pleasure. It was an icon in every sense. The Mk3’s dash was carried over from the Mk2, but trims styles and colours were updated for the 1980s. Even the lower-spec LS looked like a performance model from the front thanks to the extended bonnet lip and power bulge. Under the skin, the Zakspeed Capri was completely removed from the road car, but its visual impact and success helped revitalise the Capi’s image. The 1980s saw a whole host of special editions including the Cabaret and Cabaret II. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Spring 2024 47
MK3 CAPRI MODEL GUIDE With top-notch performance versions and more special editions than ever, the Mk3 saw the Capri bow out in a blur with style. Words Dan Williamson, Graham Leigh 2.8i photos Adrian Brannan GL 1300/L/CAMEO/ TEMPO ENGINE CAPACITY: 1297cc or 1593cc YEARS PRODUCED: 1978 to 1982 PRICE WHEN NEW: £3115 (1300, 1978) RARITY RATING: lllll Unbranded and unloved, the Mk3 Capri 1300 housed a wheezy 1.3 Crossflow (57 bhp and 91 mph), quad halogen headlamps, servo brakes, laminated windscreen, three-spoke steering wheel, fixed-back Beta cloth seats and 5x13 inch steel wheels. The L badge added rubbing strips, gas rear shocks, split rear seat and reclining fronts with Concord cloth; engines were the 1.3 Kent or 1.6 Pinto (72 bhp/98 mph). The full-poverty 1300 was dropped in December 1978; the L gained a radio in September 1978, 5 inch sports steels in 1979, Sandford trim from 1980, and centre console and plain steels from 1981. Ford binned the 1300L in October, flogging old stocks as Cameo and Tempo from July 81. The 1600L was killed in 1982. 48 Spring 2024 ENGINE CAPACITY: 1593cc or 1993cc YEARS PRODUCED: 1978 to 1982 PRICE WHEN NEW: £3581 (1600GL, 1978) RARITY RATING: lllll Good Lord, was the GL still a strong seller? This nondescript mid-range model offered a 73 bhp 1600cc Pinto (98 mph maximum) or 2-litre with 98 bhp (108 mph). Rubbing strips, sports steels and rear wiper identified the exterior, while the cockpit gained Diamond upholstery, radio, centre console with clock, and rear parcel shelf; a two-dial dashboard remained. September 1979 added remote driver’s/ fixed passenger mirrors and carpeted lower door cards; 1980 brought headrests and Windsor cloth; January 1981 included tinted glass and opening rear quarters, then York trim from September. The GL was discontinued in 1982 after being significantly outsold by the LS and special editions. Worthy but a bit dull. LS ENGINE CAPACITY: 1593cc YEARS PRODUCED: 1981 to 1984 PRICE WHEN NEW: £5196 (1981) RARITY RATING: lllll Was an L too plain? An S too pricey? January 1981’s Capri LS was the answer. A tarted-up 1600L (with power-free 1.6 Pinto in single-choke/73 bhp guise), it wore a beefier anti-roll bar, 5.5x13 inch sports steel wheels, tailgate spoiler, black A-pillars and tape stripes instead of rubbing strips. Checked S/2.8i-type Carla cloth adorned L-sourced seats, alongside a sports gearknob and six-dial dashboard with red rings. Front headrests and Laser fabric were included from 1982, then 1983 saw the LS revamped with eight-hole steel rims, a sunroof, remote-control driver’s door mirror and padded steering wheel. Replaced by the Laser in June 1984, surely the LS badge stood for Looks Sporty. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
CALYPSO/CABARET ENGINE CAPACITY: 1593cc or 1993cc YEARS PRODUCED: 1981 to 1983 PRICE WHEN NEW: £5120 (Calypso, 1981) RARITY RATING: ●●●●● GT4 ENGINE CAPACITY: 1593cc YEARS PRODUCED: 1980 PRICE WHEN NEW: £4328 RARITY RATING: ●●●●● Ambitiously-badged as GT4, the first limited-edition Mk3 was introduced in February 1980. As a precursor to the LS, the GT4 tested sporty trim for cheap Capris. Based on the 1600L – with regular (73 bhp) or twin-choke (91 bhp) Pinto at extra cost – it came in Strato Silver, Diamond White or Signal Red 80, with three-tone-red side stripes and bonnet decals plus rear spoiler. Sports steel wheels were standard; alloys were optional. Inside were Beta cloth seats in Bitter Chocolate, a sports gearknob and a six-dial dash with red rings. The specific GT4 option pack added headrests, remote driver’s door mirror, passenger mirror, tailgate wiper and rear parcel shelf. S ENGINE CAPACITY: 1593cc, 1993cc or 2994cc Years produced: 1978 to 1984 PRICE WHEN NEW: £4211 (2.0S, 1978) RARITY RATING: ●●●●● CI5’s choice – the oh-so-sexy Capri S started with a 1.6GT Pinto (Weber/88 bhp/108 mph), 2-litre (98 bhp/111 mph) or 3-litre V6 (138 bhp/124 mph/ power steering/bigger brakes/stiffer GHIA ENGINE CAPACITY: 1993cc or 2994cc YEARS PRODUCED: 1978 to 1982 PRICE WHEN NEW: £5381 (3.0 Ghia, 1978) RARITY RATING: ●●●●● So-called luxury Capri but lacking worthwhile gadgets, the Ghia got Mk2 seats with integral headrests and Verona cloth, a two-spoke steering wheel, six- Two-tone limited-editions were a Ford favourite in 1981, staring with the Cortina Carousel and Granada Consort. July’s Capri Calypso was based on the LS but featuring tinted glass, headrests, rear wiper and grey/silver, red/silver, blue/silver/ green/silver or green/green paintwork. An option pack added a sunroof, opening quarters and remote driver’s mirror. The pricier L-based Cabaret from May 1982 meant a mixedup bag of GL and Ghia bits including sunroof, 5.5x13 inch sports steels, rear spoiler, rubbing strips, side stripes, Sandford/ Ascot cloth trim, six-dial dash, centre console and cut-pile carpet. A 2-litre (101 bhp) version was offered alongside the 1.6. December 1982’s updated Cabaret II added twotone paint, tinted glass and an electric aerial. suspension). Stripes, black mirrors, a rear spoiler and overriders adorned the bodywork; inside were a six-clock dash, sports gearknob, centre console and Carla cloth seats with headrests. Recaros were optional but Ghia-type 5.5x13 inch alloys came standard. A remote driver’s mirror was fitted from 1979, the 1.6S was dropped in 1980, and 6x13 inch fourspoke alloys were finally added. Tinted windows and fishnet Recaros appeared in 1981, trimmed in Laser fabric dial dash with passenger grab handle, centre and rear armrests, shag-pile carpet, radio, sliding/tilting sunroof, tinted glass, opening rear quarters, remote driver’s door mirror and the usual 5.5x13 inch eight-spoke alloys. Engines were 2-litre Pinto (four-speed manual) or 3-litre Essex (autobox and power steering came standard). A cassette player was added in 1978, while 1979 brought a passenger door mirror, headlamp washers and three-spoke steering wheel. Metallic paint, twin coachlines Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd after September – but the 3.0S was axed. A padded steering wheel arrived in 1983, plus five-speed gearbox, sunroof and XR3 seats. The S was deleted in 1984. and Chelsea trim arrived in 1981, then the 3-litre was discontinued; the 2-litre Ghia followed suit in 1982. Spring 2024 49
MK3 MODEL GUIDE 2.8 INJECTION/ SPECIAL ENGINE CAPACITY: 2792cc YEARS PRODUCED: 1981 to 1986 PRICE WHEN NEW: £7995 (1981) RARITY RATING: ●●●●● Fast and a little lairy: July 1981’s SVEdeveloped 2.8 Injection kept the Capri alive. A Cologne 2.8 V6 was mated to Bosch K-Jetronic fuelling, making roughly 160 bhp, meaning 129 mph and 0-60 mph in 7.9 seconds. There were vented front discs, lowered suspension, power steering and 7x13 inch Wolfrace Sonic (pepperpot) wheels. Inside were Recaros with Carla cloth and adjustable headrests; outside had a sunroof, tinted glass, opening quarters, bump strips, coachline and colour-coded mirrors. Monza upholstery and a five-speed gearbox arrived in 1983. September 1984 saw the 2.8 Injection Special appear, adding an LSD, seven-spoke 7x13 inch alloys, colour-keyed grille, leather steering wheel and half-leather Recaros. Axed in November 1986 but always a legend. THIS ONE’S MINE STEVIE BRENNAN Eagle-eyed readers may have a sense of déjà vu looking at this one. Not only did it feature in our 2.8i buyer’s guide back in 2011, you can also buy an Atlas diecast model of this actual car complete with the registration plate! “This is my first Capri but my uncle had a bright orange 2-litre in the 1980s and 1990s,” says Stevie. “I was given first refusal when he came to sell it but, at 19, I was too young to get a decent insurance quote. I bought this one 17 years ago. I had to fly down from Glasgow to Southampton but it was worth the trip. The car was as described and came with two folders worth of receipts, nearly all the old MoT certificates and a stack of tax discs. The journey back home felt great having realised the dream. It took 50 Spring 2024 me a while to get used to all the waves and thumbs up but I’ve grown to love it. People of a certain age often stop for a chat and sometimes even a photo. Everyone seems pleased to see a Capri.” Under Stevie’s ownership, the pampering has continued with the Capri having had a full engine flush, a new radiator, two water pumps, a full brake system overhaul, a 2 inch exhaust system, polybushes, all the normal servicing items and tyres, a Recaro refurbishment and a respray. It’s no trailer queen though and gets enjoyed. “She did the Monte Carlo Historique in 2013, has taken my niece and daughters to prom was also my daughter’s wedding car.” Stevie is a Capri Club Scotland member and he is hoping to keep the family tradition alive and can’t wait to see granddaughter, Orla at the wheel. She’s only one at the moment but time flies when you’re driving the legend that is the Capri. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
2.8 TURBO ENGINE CAPACITY: 2792cc YEARS PRODUCED: 1981 to 1982 PRICE WHEN NEW: DM33,300 RARITY RATING: ●●●●● While British buyers ordered 175 bhp and wide-arch Series X goodies for the 3.0S, our lucky German counterparts could grab a Ford RS Operations Capri 2.8 Turbo. Based on the European market’s Cologne V6-engined 2.8, it retained the carburettor but added a Garrett T4 turbo to produce 185 bhp and achieve (a presumably laggy) 137 mph. Zakspeed flared arches were mated to a deep front spoiler, wild rear wing and Turbo decals; beneath were 7x13 inch RS four-spoke alloys, LSD and uprated suspension. Glorious RS1600i-type Scheel seats were accompanied by a four-spoke RS steering wheel – alas, always on the left-hand side. It’s reckoned 155 were produced between July 1981 and September 1982. 280 (BROOKLANDS) ENGINE CAPACITY: 2792cc YEARS PRODUCED: 1986 PRICE WHEN NEW: £11,999 RARITY RATING: ●●●●● Ultimate in every sense, the 1038 last-ever Capris built in December 1986 were souped-up 2.8 Injection Special-spec and known as Capri 280 (or Capri Brooklands) thanks to mandatory Brooklands Green paintwork. Mechanically stock (although several received semi-official Turbo Technics conversions for 200-230 bhp), every 280 rolled on 7x15 inch seven-spoke rims, and wore red/white 280 decals and coachlines. The Recaro seats and cabin were trimmed in Raven leather with burgundy piping, alongside matching leather steering wheel and gearknob, plus a self-seek stereo. Sales started in March 1987, with the final cars finding owners in 1989. Each one is a verified classic and diamondencrusted investment. TICKFORD TURBO ENGINE CAPACITY: 2792cc YEARS PRODUCED: 1982 to 1987 PRICE WHEN NEW: £14,985 RARITY RATING: ●●●●● Way better than it looked, Ford and Aston Martin Tickford’s joint project ran from 1982 to 1987 (albeit unsupported by Ford from 1984) to reimagine the Mk3 for fashionconscious yuppies. Beneath the hard-edged bodykit was a 2.8 Injection (or Special from 1984), boosted to 205 bhp with IHI RHB6 turbo; that meant 140 mph and 0-60 mph in 6.7-seconds. An uprated gearbox, ZF LSD (Specials kept the stock differential), braced back axle and rear discs helped the Capri’s antiquated handling. The cockpit got a leather and walnut dashboard alongside standard Recaros – although Connolly hide was optional. Custom paintwork was offered, but most of the 80-plus built were red, white or black. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd LASER ENGINE CAPACITY: 1593cc or 1993cc YEARS PRODUCED: 1984 to 1986 PRICE WHEN NEW: £5990 (1.6 Laser, 1984) RARITY RATING: ●●●●● Funky stickers and four-spoke 6x13 inch alloys refreshed the Mk3 Capri as the Laser edition in June 1984, becoming the sole four-cylinder Capri (replacing the S and LS) from September. Standard kit included a colour-coded grille and door mirrors, tinted windows, sliding/titling sunroof, bumper overriders, rear spoiler and decals above the bump strips. Inside were Truro cloth seats with adjustable headrests, six-dial dash, cassette player, leather (padded) steering wheel and gearknob. Power came from a 1.6 Pinto (73 bhp/99 mph) with four-speed gearbox or 2-litre (101 bhp/113 mph) with five-speed. Side repeaters were compulsory from 1986; production stopped in November but sales stayed strong until supplies dried up. Spring 2024 51
THE HARD SELL Thanks to Ford’s — and the aftermarket’s — marketing know-how, the Capri featured in all the finest automotive print adverts of the 1960s through to the 1980s. Here are some of their best. THE SHARP-SUITED 1960s 1969 The Capri always had a hairy-chested image, but even so Ford UK were keen to market it to as wide range of buyers as possible from the off — hence this ad (right) was created to promote its family-friendly credentials, with apparently room for your kids and Nan, too — plus all their luggage rammed into the boot! 1969 Proof that ’The car you always promised yourself’ was used (and overused) by Ford’s marketing departments all over the globe is all too evident in the South African advert for the 1600GT. Paired-down compared to the UK-spec cars, with less chrome and wheel trims instead of Rostyles, nevertheless it was a strong seller. THE GROOVY 1970s 52 1970 1970 How would sir like it? By 1970, Ford’s options list plan for the Capri was in full swing with the introduction of the X, L and R packs which allowed customers to create pretty much their own Capri — and giving the Halewood production line nightmares to boot — along with home restorers five decades later, desperately trying to return their Mk1 projects back to original! Meanwhile, over in France, they were hellbent on pushing the Mk1 as a serious player’s car, if this ad is anything to go by. Dreamy imagery? Check. Black Tiewearing young blade surrounded by appreciative friends? Check. Accompanying tagline that suggested the Capri comes from classic heredity? Indeed! February 2024 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
THE EXCESSIVE 1980s 1982 It’s the early 1980s, and with Ford otherwise distracted promoting the new Mk3 Escort range, this advert for the Mk3 Capri seems almost muted — with a bizarre Monument Valley backdrop (the Capri hadn’t been sold in the US since 1976) that bears no relation to the advertising copy. Still, even the LS (far left) looks racey in this! 1975 With production of the Capri II (aka Mk2) in full swing, Ford both here and in the US needed to throw a bit of sparkle over the range, and so this S-based special was born. Called the Midnight in the UK, across The Pond they decided to call it Le Cat Black instead, ‘The sexiest Capri II’, complete with, you guessed it, a black panther in the print advert. Note how the US versions kept the twin headlamps rather than going over to the European car’s bigger, single units. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd February 2024 53
BUYER’S GUIDE Words Christian Tilbury CAPRI MK1-MK3 54 A mbitiously billed as ‘The car you always promised yourself’, the Capri certainly had a lot to live up to. For car buyers whose dreams were filled with Porsches and Ferraris, it’s debatable whether the distinctive coupé lived up to the hype, but there’s no denying that the Capri had its fair share of admirers on its February 1969 reveal. Given its blend of sporty looks and four-seater practicality, it wasn’t long before the longing looks translated Spring 2024 into orders, with European production surpassing 213,000 in the first year. And the success continued at pace, the Capri becoming one of Ford’s most iconic models and selling more than 1.9 million before it literally bowed out in style with the end-of-the-line, UK market-only 280 in 1986. What’s more, nearly 40 years after its demise and the Capri still has a huge following. Enthusiasts continue to be From the original Mk1 to the final Mk3, here are the essnetials to help you find the best examples. drawn to its scaled-down muscle car looks, usability and the sheer variety that it offers, with its three generations encompassing everything from a lowly 1.3L version right up to the specialised RS3100 and 160 bhp 2.8 Injection. There might well be more exciting and faster cars, but for many a smitten classic Ford fanatic, the Capri’s prophecy has come true – it really is the car that they have always promised themselves. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
buying: capri mk1-mk3 MK1 1969-1974 Fifty-five years after breaking cover and the Mk1 Capri is still a style icon POINTERS What to look for: ■ Replacing the lights of facelift cars can be tricky, as they’re unique to the model and their use on the RS3100 also drives up prices ■ Overheating can lead to bigger issues on the V4, increasing the chances of it blowing a head gasket or smashing its nylon timing gear ■ Decent second-hand trim is hard to find, although parts like the ‘hockey sticks’ around the rear lights and the strip that runs below the boot have been reproduced ■ Remanufactured wings can cost as much as nearly £1400 each ■ Rust bubbles on the scuttle are a sign of major rust in the complex-to-repair A-post Pros ■ Coke-body coupé style at its very best ■ Simple mechanicals Cons ■ Decent examples are thin on the ground ■ Strong demand keeps prices high Values (1600GT) Condition A £13,000-£15,000+ Condition B £10,000-£13,000 Condition C £8,000-£10,000 MK2 1974-1978 Hatchback-equipped Mk2 builds on the Mk1 with 2000 new or redeveloped parts POINTERS Pros What to look for: ■ Sporty looks with hatchback practicality ■ More exclusive than the later Mk3 ■ Bumpers and front grille are scarce and costly to replace ■ Interior trim isn’t particularly durable and is very hard to find, especially that of the S and the Gold Rialto cloth of the ‘JPS’ ■ Front wings and bonnet can be hard to find ■ Pinto engines can suffer from premature camshaft wear ■ Structural rust is common in the sills, floorpan, inner wings, strut tops and the bulkhead Cons ■ Drew criticism for being softer than the original Capri ■ Spares availability not as good as the last-generation model Values (3-litre Ghia) Condition A £15,000-£20,000+ Condition B £12,000-£15,000 Condition C £9,000-£12,000 Spring 2024 55
MK3 1978-1986 Last-generation version is the easiest Capri to live with yet also offers the most performance POINTERS Pros What to look for: ■ Decent number of survivors ■ Cologne and Essex-powered cars carry a premium, so check for the underbonnet factory strengthening that denotes a correct V6 bodyshell ■ Corrosion in the fusebox causes most electrical issues, although heater motors and the rear wash wipe are prone to failure ■ Interior trim of higher spec versions can be costly and difficult to replace, particularly the S’s Carla trim and the Grey Raven leather of the 280 ■ Fuel-injected V6 commonly blows its inlet manifold gasket, while running issues often stem from gummedup injectors and metering unit ■ Sagging doors can be a sign of advanced corrosion in the A-post to choose from ■ Availability of Type-9 five-speed gearbox on later cars Cons ■ A bit common compared to the Mk1 and Mk2? ■ Values of the V6 versions have rocketed Values (2-litre Laser) Condition A £10,000-£12,000+ Condition B £6,000-£10,000 Condition C £5,000-£6,000 NEED TO KNOW Clubs & Forums Capri 280 Group https://capri280.co.uk Capri Club 01386 860860 www.capriclub.co.uk Capri Power www.capripower.co.uk Capri II Register www.capri2register.co.uk 56 Spring 2024 Capri World www.facebook.com/groups Capri Club Scotland 07741 056308 www.capriclubscotland.co.uk Old Skool Ford www.oldskoolford.co.uk Specialists Burton Power 0208 518 9127 www.burtonpower.com Capri Gear 01507 343148 www.caprigear.co.uk Ex-Pressed Steel Panels 01535 632721 www.steelpanels.co.uk Magnum Classic Ford Panels 01706 359666 www.magnumclassic fordpanels.co.uk MotoMobil +49 8106 996 77 60 www.motomobil.com SM Classic Car Restorations www.sm-classiccars.com Steadspeed Restorations 07766 676379 www.facebook.com/Steadspeed Tickover 01322 839303 www.tickover.co.uk Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
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SUBCRIBE TODAY * SAVE £51.32 WORTH PLUS: RECEIVE A FREE MEGUIAR’S CAR CLEANING KIT £99** Supreme Shine Microfibre-3 Pack Hybrid Ceramic Wash & Wax The ultimate wipe off towel for producing show car perfect results on paint, glass, plastic and chrome. The perfect way to clean your car’s paint, removing dirt and grime, and adding a layer of protection. G ET ALL TH IS WH E N YOU SUBSCR IBE Soft Shell Case Hybrid Ceramic Synthetic Clay Kit 4 EASY WAYS TO SUBSCRIBE Contains everything you need to restore a smoothas-glass finish AND leave behind a layer of Hybrid Ceramic protection. 1.Go to shop.kelsey.co.uk/CFDKIT23P 2.Call us 01959 543747***quote CFDKIT23P 3.Complete the freepost postal coupon (UK Only) 4.Scan the QR code ***Lines open Monday-Friday, 8:30am-5:30pm. Calls charged at your standard network rate The Meguiar’s kit bag holds four products comfortably in its four elasticated holders, plus its sizeable front pocket is suitable for holding a microfibre cloth when you bring your glass cleaner for a ride with you.
HOMEBUILT HERO SOUTHBOUND AND DOWN The South London look is alive and well in 2023, and this minty-fresh Mk2 Escort van is making sure it’s well represented halfway around the globe. Words Jason O’Halloran Photos Andrey Moisseyev 60 Spring 2024
mk2 escort van hen it comes to classic Fords, there are many tried and tested approaches to creating the perfect beast. It’s almost impossible to list all the looks and combinations our community have adopted, evolved and created over the decades. There is one very unique look though, that has been born from our love of low, fast and simple — the South London look. The look emerged back in the late 1980s, and has been adopted by many, and perfected over the decades by the die-hard, hard-charging, street racers who simply can’t be swayed by modern technology. Enthusiastically applied with passion across all the wonderful shapes of the classic Ford lineup, it’s timeless appeal is never more evident than when amongst the horde of modern street missiles, a set W of wide 13 inch steels, rorty driveline and slammed stance makes us smile so much. Back in 2011, halfway around the world in Adelaide, South Australia, apprentice mechanic, Jake Townsend took delivery of a rough but running Mk2 Escort panel van that was destined for the scrapheap. Full of sand, used as a surf bus, and with limited floor steel left, the barely running Escort was dragged home. Despite being at death’s door, Jake created the floors from scratch in flat steel, got it running properly and with limited funds pressed it into daily driving duties. “It was a mess, but there was potential,” explains Jake. “It had the 1600, four-speed, and I needed a daily driver, so I cobbled it together as quickly as possible.” The van then provided faithful service until around early 2014, when Jake realised family requirements meant a different daily driver was needed, and the Mk2 soon became his weekend project car. All the dreams he had conjured, all the plans, all the parts he had amassed could now become reality, as the build proper began when time permitted. Fast forward some seven years later, and in December 2021, Jake fired the Mk2 back into to life — only this time, the white van had been reborn. Phoenix nights As Jake transitioned from apprentice to master, he would spend his days as a mechanic, but his nights were filled with a welder in hand. The development of skills were transferred to the Mk2 in the form of quality work, and the final result is nothing short of stunning for a garage-built Escort. The build did start slightly earlier though, when Jake got the rims sorted. “I actually Spring 2024 61
HOMEBUILT HERO WHO DARES WINS Left: door cards are unique. Extra dials keep tabs on the boosted Crossflow (above). A BRAND CALLED SAAS If you haven’t heard of the aftermarket brand SAAS, don’t worry, you’re not alone. Founded in the 1950s in Australia, the brand has been supplying sports steering wheels, bucket seats and a brace of cool products for those seeking to personalise and improve their pride and joy down under. Back in the 1980s and 1990s when Escorts and Cortinas were daily drivers, the obligatory SAAS steering wheel and a set of bucket seats were must-have additions. Sure a hotdog muffler and white letter tyres were also cool, but the real street cred came with a SAAS badge. Nowadays, SAAS has evolved, and offer modern products like silicone hose kits, filters, gauges just to mention a few. Steering wheels have always been their signature product, and a quick look online reveals some sensational old-school oriented options. If your looking for a unique part to make the onlookers scratch their heads at the next coffee and cars, check out SAAS for something very special for your Ford. 62 Spring 2024 “I SAW THIS MATERIAL AT A DRESSMAKER’S AND IMMEDIATELY THOUGHT, THAT WILL WORK” got the wheels back in 2012,” explains Jake. “They are a set of early 13 inch rims which I cut up, reversed the barrels, and then put on a set of 175-profile tyres.” The unique centre hubcaps are from an early-model XP Falcon, and feature script ‘FORD’ logos, and trust us when we say to get a complete set of four in that condition requires a lot of patience and deep pockets. With the rims sorted, Jake turned his attention to the bodywork. After being a surf-bus, and then a daily driver, the panels needed lots of attention. Rust was soon cut out and Jake worked in a lower lip extension to bring the proportions even lower, and also recessed and offset the rear numberplate when he removed the rear bumper bars. Once it was straight, he put the welder down, picked up the spray gun and promptly coated the whole body in Ford Snow White. Inside, the new floors allowed the rear of the van to come up mint, but the front still needed a plan. “I wanted a simple set-up, and it had to have a set of bucket seats, and a sports wheel,” smiles Jake “I got the seats I wanted, because the buckets are so comfortable!” The seats are rare SAAS fixed-back race buckets from the 1990s, and they are teamed up with an equally rare, four-spoke SAAS leather bound steering wheel, additional gauges, new carpet, and some eye-popping door cards that really do rewrite the rulebook. “Originally I had two Union Jack flags on the door cards,” explains Jake, “but I got some water on them and they bled the colours together, so I saw this material from a dressmaker and thought immediately, that will work!” Work the door cards do, injecting a colourful Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
mk2 escort van Jake saw turbocharghing as a cheap route to power, and with over 150 bhp from the Crossflow, he’s been proved right. a HOMEBUILT HERO Even Fords in Australia succumb to rust, as evidenced by Jake’s once-rotten Mk2 van... The ex-surf van was cheap and cheerful when Jake bought it for daily-driver duties... ...But lifting the carpets revealed severely-rotten floors, so the van was parked up for some TLC. New floors front and rear ensured the van was going to live to fight another day. Meanwhile Jake turned his attention to the engine — fabricating a blow-through turbo set-up. The van;s rear bed is now significantly more solid than when Jake first brought it hone... Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd With the T25 turbo mounted low down, Jake then fabricated a downpipe and complete system. Spring 2024 63
HOMEBUILT HERO “ONLY HAVING TWO SEATS IS A PROBLEM — MAYBE I NEED TO USE THIS AS AN EXCUSE TO BUILD A SECOND ONE” aspect to the cabin, and catching the eye the moment the doors are opened. Forcing it If the door cards catch the eye, then the unexpected turbo whoosh between gears will turns the heads. Normally, traditional South London look vehicles sport highcompression, naturally-aspirated engines, and the use of power-adding turbos are shunned. Jake was not in a position to create a fire breathing, monster Kent, so he turned his mechanical brain to creating a very unique forced induction powerhouse instead. Up front, the original 1600 has been replaced with a stronger 711M-based engine, which is essentially standard in the bottom end, but does have a unique blow-through turbo set-up. While the engine internals are predominantly factory, the bespoke details on the outside are what take this Escort to the next level. The block provides a great starting point for the engine, with rebuilt factory head on top that has a small amount of massaging. A GT manifold teams up with a modified 32/36 Weber and funky custom-made carb hat that leads to the custom pipework. A Nissan CA-18 sourced T25 turbo is bolted to a custom Jake-made heavy duty steam-pipe exhaust manifold, and snakes to the front mount intercooler. There is an upgraded Flamethrower ignition system, heavy duty radiator and subtle use of colours to keep the engine look unassuming when the bonnet 64 Spring 2024 is raised. Horsepower is estimated to be anywhere north of 150 bhp, and this is on low, reliable and noise-friendly boost. Behind the trick turbo 1600 is a heavyduty clutch, rebuilt four-speed gearbox, and a welded diff down the back. Brakes and suspension are factory Mk2 Escort items, and have all been fully rebuilt. Stance is everything with the look Jake was after, and super low springs and lowering blocks have achieved what was needed. “Everything hinged on the correct ride height,” smiles Jake. “If it wasn’t slammed super low, it just wasn’t going to work. The ride comfort is average, but the look is fantastic, so it’s a good trade off.” With fresh running gear offering usable power for days, silky smooth panels and a tough slammed stance, Jake finally had the look he was after. Now officially completed, Jake has found his happy place punting the Escort to local events and the world-renowned twisty back roads high up in Adelaide hills. His family love it too, but there is a conundrum that needs to be addressed — two seats, and four family members. “Yes, that’s a bit of a problem isn’t it,” smiles Jake. “I’m not sure what the solution is, but maybe I need to use this as an excuse to build a second one.” Sounds like a perfect solution to the problem at hand — after all, two slammed and screaming Escorts are better than one! Tech Spec Body Australian delivered 1977 Mk2 Escort panel van, complete strip down and ground up restoration to original Australian delivered spec, replaced floors, Ford UK grille, custom lower lip, Hot Rod peep mirrors, rear bumperettes removed, custom licence plate recess. Paint: Snow White Engine Rebuilt 1600 711M Kent, GT intake manifold, rebuilt and rejetted Weber 32/36 carb, plastic float bowl conversion, custom carb turbo hat, custom steampipe exhaust manifold, heat wrapped, T25 turbo, turbo blanket, custom turbo pipework, Flamethrower electronic ignition, Malpassi fuel pressure regulator, HD radiator, custom overflow bottle Transmission Mk2 Escort four-speed, heavy-duty clutch, rebuilt propshaft, English axle, welded centre Suspension Front: Monroe sport gas inserts, lowered coil springs. Rear: Monroe sport gas dampers, rebuilt leaf springs, lowering blocks Brakes Front: Mk2 Escort discs and callipers. Rear: standard drums Wheels and tyres Custom 6x13 reverse rims, XP Falcon script hub caps, 175/50R13 Nangkang tyres Interior Escort Mk2 dash, SAAS four-spoke steering wheel, AEM air/fuel gauge, SAAS Boost gauge, SAAS fuel pressure gauge, Kenwood CD head unit, custom dress material door cards, new rubber kit, new carpet Thanks My wife Michelle for all her support and understanding, my kids Jemma and Harley for enjoying the car so much, and mates, Ben Maxwell and Steve Moschos Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
GRANADALAND GRANADA COLLECTION 66 With 14 first and second-generation models in their coveted collection, including rare limo, hearse and rally variants, it’s clear that Mark and Callum Marsdon along with Simon Carter are Granada nuts of the highest order. Words and Photos Dan Sherwood Spring 2024
hen it comes to car fanatics, it’s not unusual to find people who live and breathe their favoured marque or model. To many of these enthusiasts, simply becoming the owner of one example of their dream machine is an achievement to be proud of, with even the most hardcore of the breed topping out at around two or three cherished examples. So when we heard about the father and son car collecting duo of Mark and Callum Marsdon who share a W lock-up with Simon Carter, our interest was immediately piqued. You see, Mark, Callum and Simon like their Granadas. In fact, they like Ford’s boxy executive cruiser so much that they have amassed a collection of 14 of them! And we’re not just talking about run-of-the-mill models here, as the pair have managed to acquire some seriously-exclusive examples to add to their ever-growing metallic menagerie. To take a peek at their coveted collection and find out why these guys have Granadas on the brain, we headed over to their Hertfordshire headquarters — an old lock-up that’s an Aladdin’s cave of car parts and a haven for all things Granada. Longtime love “I’ve owned Granadas since I was 17,” says Mark . “My first one was a black Mk2 2.8 GLS that I bought after upgrading from a Mk5 Cortina, and I’ve been a fan of them ever since.” Spring 2024 67
GRANADA COLLECTION “WHEN SOMETHING INTERESTING COMES UP, WE JUST CAN’T SEEM TO SAY NO...” THE STAGE STAR CONSUL GT RALLY CAR Originally built and campaigned by George and Jane Anderson in numerous historic rallies in the late 1990s, this super-rare Consul GT has been sympathetically refreshed by Mark and Callum to allow them to revive its 68 Spring 2024 competition career but retain the original battle scars from its previously contested rally stages. A monster Essex V6 fed by triple downdraught carbs ensures it not only goes like stink, but sounds the part, too! Mark attributes his deep affection for the model to his father, George, who owned a Consul when he was growing up. “My dad used the Consul to tow the family caravan on various holidays and weekends away and we had a lot of fun times with that car when I was a kid,” Mark remembers fondly. “But that wasn’t the only Granada that had an impact on me, as both my uncles had Granadas and my cousins, too. It’s no wonder I ended up following in their footsteps.” And it was the same story for Mark’s son Callum, who is just as mad about the model as his dad! “My dad would buy me toy cars as a kid and my favourite was a white Mk1 Granada,” Callum smiles. “I also had — and still have— a fixation on limousines and hearses for some reason, and when I eventually learned you could get both of these elongated machines as Granadas, that was it, I was hooked!” Although not his very first Granada, Callum achieved his dream of owning a stretched limo Granada when he bought a white Mk2 Grosvenor-converted model at the age of 19. “I got that one from Wales for £500 and used it as my daily driver for around two years,” he laughs. “We ended up putting a 2.8-litre engine in it and swapping the automatic transmission for a four-speed manual. It’s an unwieldy beast, but I still use it regularly to this very day!” But this is just the tip of the Granadashaped iceberg for the pair, as their lock-up is positively brimming with some of the most unique and rare Granada models around. “We’ve become pretty well known within the Granada community, so we tend to get offered cars to buy on a fairly regular basis,” Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
Mark says. “When something interesting comes up, I just can’t seem to say no, so it ends up being added to the collection.” This includes such rarities as a one-owner, original condition Roman Bronze Mk1 Ghia which was used as the basis for a Vanguard model, to five limo and hearse conversions, a Consul GT historic rally car, an armoured Mk2 with bulletproof glass and the black Mk2 Granada, known as The Beast that was used in the Simon Pegg film, The World’s End. Working it While some of the pair’s prized machines have arrived at the unit in excellent original condition, others have required extensive restoration work in order to save them from the scrap heap. “We’ve rescued quite a few Granadas from being scrapped or getting battered on the banger racing circuit,” Mark laughs. “Cars such as our Mk2 Granada Sapphire and Consul estate were both particularly corroded and needed a lot of metalwork to get them roadworthy again. But that’s part of what we love about our hobby, as we can revive and preserve these cars to be enjoyed for many years to come.” While rust is obviously a major enemy of any classic Ford fan, and many of Mark and Callum’s cars have suffered with their fair share of the red rot, luckily, they have fellow Granada fan, Simon Carter on hand to work his magic with his welder. “I work with Mark, but am also well into my Granadas, with my own pride and joy being a rare Mk1 two-door coupe that I also keep at the unit,” Simon beams proudly. “Between the three of us, we make a good Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd THE BIG ONES LIMOUSINES AND HEARSES As a fan of all things gigantic, Callum has added four stretched limousines and a hearse conversion to the collection. Three of the limos (two Mk1s and one Mk2) are converted by renowned UK coachbuilder Colman Milne, while a further Mk2 Limo and Mk2 hearse are both from Irish limo legends, Duffy. Early Mk1 Transit is used to tow the rally car to and from events. Spring 2024 69
GRANADA COLLECTION Super-rare Consul Estate is currently under the knife. With a Granada-mad dad, it’s no wonder Callum ended up falling for the model, too. THE BEAST MK2 GRANADA 2.8 Bought and prepared for use in the Simon Pegg movie, The World’s End, which was filmed just down the road from Mark and Callum, the Mk2 is a cult 70 Spring 2024 film classic. Underneath the purposely patina’d black bodywork is a new and upgraded undercarriage to ensure the car was safe when used for filming. team and keep the cars on the road. I tend to do all the welding and fabrication work, while Mark does the oily bits and Callum does the body prep and paint.” The three friends not only grow and maintain their burgeoning collection, but are also responsible for helping bolster the Granada scene as a whole when — along with David Ward and Mandy Carter, they founded the popular car club, Ford Granada Nutz a Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
THE MODEL EXAMPLE MK1 GRANADA 3-LITRE GHIA Resplendent in an unblemished coat of Roman Bronze this 1977-plate, oneowner example had been off the road for more than two decades before Mark acquired it in 2022. With only 43,0000 miles on the clock and in timewarp condition, it holds the additional prestige of being the car used to produce an exact replica in miniature for Vanguard models. Limited-edition Mk2 Sapphire is work in progress. Mk1 Coupe is Simon’s pride and joy and is mechanically on the button. decade ago. “Yes it’s our tenth anniversary this year,” Callum reveals. “We now travel all over the UK and Europe showing our cars at various events and have an excellent social side that all the members can enjoy. We also have member benefits including insurance discounts.” The passion they display for these cars is clear to see, but for Callum, Mark and Simon it’s not all about building immaculate show ponies, and more about simply keeping these cars on the road and using them in the way they were intended. “While some of the cars in the collection have been restored back to as good as new, others we have purposely left a little rougher around the edges,” Callum says. “This is mainly so we can use them in all weathers and not feel like we’re ruining them, because for us, as much as we love showing them off Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd at different events, it’s actually when driving these cars that we get the most enjoyment.” We couldn’t agree more. So whether your own private collection numbers just one, or like Callum, Mark and Simon, you’re lucky enough to run out of fingers, the overriding ethos remains the same: restore them, maintain them, perfect them and polish them, but above all, drive them. You know it makes sense. Spring 2024 71
ESCORT MEXICO Ford Heritage: All original, never restored, and still in regular use – this early Mk1 Mexico offers a unique glimpse at the way things used to be. Words Daniel Bevis Photos Martin Wall 72 Spring 2024 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
S eptember 1971 was a pretty joyful snapshot in time. John Lennon had just released his second solo album, Imagine, his new signature sound cementing the reality of a post-Beatles existence. Over in Denmark, the Free State of Christiania was founded, an independent commune within a squatted military base where mind expansion and free expression were encouraged and weaponry and negativity prohibited. Concorde made its first supersonic transatlantic crossing. And in Narborough in Leicestershire, a chap named Phil Wylie strolled into Roger Clark Cars with a spring in his step and a song in his heart, for the moment had come to collect his brand-new Escort Mexico. The salesman had offered Phil the standard range of colours, but also tantalisingly dangled the possibility of Le Mans Green, a shade not yet officially available in the showroom. Of course, Phil took up this Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd appealing offer, combining his order with the stripe-delete option to create something that, for the princely sum of £1150.44, would be like no other Escort on the high street. And it’s clear that he was happy with his choices, as Phil went on to own and enjoy the car for the next 50 years. It’s easy to see why someone would fall so deeply for such a thing. It was really a Rallye Sport model that just happened not to be badged as one; you’ll note that this car’s Spring 2024 73
Car was bought new from the one and only Roger Clark Cars back in 1971. wing badges read Mexico, which is what buyers received if they decided to delete the side-stripes (stripey cars got 1600GT badges), and these cars were effectively hand-made specials rather than common-or-garden production-line Escorts. With painted shells delivered to Advanced Vehicle Operations in Aveley, the uprated performance parts were bolted on by robust and cherry-cheeked fellows whose raison d’être was to take the sporting prowess of Ford Motorsport and smear it all over the country lanes. And while the Custom Pack was added to the options list in October 1971 to add such fripperies as carpets and cloth seats, AUT 73K isn’t one of those cars. This is a purist Mexico, complete with bare-bones rubber floor mats and vinyl seats. The hallmarks of an early Mex are all there for the aficionado to tick off – the slotted steel wheels, the battery in the boot, the absence of the Mexico boot badge, this is very much Mexico genesis. So we can understand why such a bond was forged between Phil and his Escort. What’s 74 Spring 2024 all the more impressive is that it didn’t go the way of so many other Mexicos; a model conceived with clubman racers and rallyists squarely in the crosshairs, few examples were treated with such care as this one in period — these were machines intended to allow everyman access to the storied realm of clipping apices and bouncing through forests. It’s not just rust that killed Mexicos over the years, it’s the inherent devil-may-care mischief and hedonistic boundary-pushing in the upper reaches of the rev range. Taking care What is really remarkable about AUT 73K, however, is the originality. And we’re not just talking about the originality of the specification — this car, kept in regular use through all these decades, has never been welded, never been repainted, the cylinder head never removed… it’s testament to the possibilities of preservation that are made possible by simply looking after things properly. Having covered 125,000 miles from new, it’s had its oil changed every 3000 miles — that’s a full 41 oil-and-filter changes and counting. Its curator today is Sean Forde — only the car’s second owner in its existence, which is another remarkable thing. With Phil having owned the Escort for a full half-century, it made sense for the second keeper to be a committed and dyed-in-the-wool Ford enthusiast, and Sean fulfils that role with alacrity. He’d previously owned a Sunburst Red RS1600i, commonly regarded among experts to be one of the best all-original examples, and a Mk2 Mexico in Venetian Red which was sold to make room for a Mk1 Mexico in Vista Orange; that in turn made way for a 1300 Sport, and that one was sold to buy this Le Mans Green survivor — surely the holy grail of Mk1 Mexicos. “This really is a dream car to have in the garage,” Sean enthuses. “I was fortunate to become the custodian of this car in 2022 from its original owner, and it’s a true survivor. All of the work carried out by Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
heritage: escort mexico Rubber floor coverings (left) and vinyl trim — this Mex is as basic as it gets. Four on the floor: no Type-9 swap for this Mex — the 2000E ’box is still in place. Phil — a real enthusiast — was meticulously documented in a pocket notebook. It’s got the original bill of sale, along with every single tax disc; the September 1972 expiry date remains in windscreen, fee of £20.” The 1600 Crossflow has never been apart and still runs as good as gold. Regular use Naturally, when taking ownership of such a beloved and rarefied entity, there’s a decision to be made: in order to preserve that irreplaceable originality, should you wrap it up in a heated and dehumidified sarcophagus and preserve it as an artefact for future generations, or do you do what the original owner did and it enjoy it for what it is? Of course Sean opted for the latter, and it’s been getting regular exercise in his tenure. “I’ve been driving it around 3000 miles each year, including an annual pilgrimage to the Lakes Tour in Cumbria,” he assures us. “The car needs or asks for nothing, aside due care, and it’s a joy to drive, simplicity defined. Phil has been an AVO member since its inception in 1981, and as club Subscribe: 01959 543747, www.classicfordmag.co.uk Spring 2024 75
“THIS IS A RARE OPPORTUNITY TO SEE HOW THESE CARS WERE HALF A CENTURY AGO” historian he attended every National Day — AUT 73K was a well-known car even before the worldwide web existed. And in my ownership, it’s been awarded Best Original Car at AVO National Day 2023, as well as the Dave Robinson Memorial Award 2022. Both very proud moments.” It’s extremely heart-warming to see this incredibly original (and quite possibly unique) Mk1 continuing to be used as intended and looked after as it deserves, and as you might imagine Sean’s plans are simply to preserve it, attend as many local and national shows as he’s able and allow the public to examine an original Mexico. Because this really is a rare opportunity to see just how these things were half a century ago. “Few understand the unique qualities of this car,” Sean muses. “Those that do fully appreciate its provenance, and you can often be stood talking for hours as a result.” Indeed, it’s a machine that spreads a lot of joy; born of the era of Imagine and Concorde, transcending the generations to exist as a snapshot of a long-gone age. Thanks to: Phil Wylie, Richard Houguez (membership secretary AVO Owners’ Club, www.avoclub.com), Kev Curtis for driving the car back from Leicester for me, and those who see the car for what it is. SPICY RECIPE FORD’S FIRST-GEN MEXICO Every area of the car remains largely untouched, and Sean — and we — hope it remains that way. 76 Spring 2024 The Mexico was a stroke of marketing genius. Hot on the heels of Ford’s mighty success in the London-to-Mexico World Cup Rally of 1970 (which saw an Escort winning outright, followed by other Escorts in third, fifth, sixth and eighth positions), the showrooms were quickly treated to the first complete model developed by Advanced Vehicle Operations: the Escort Mexico was essentially an RS1600, but with the highly-strung BDA engine swapped for a regular Cortina GT-spec 1600 Crossflow. Spec included bigger brakes, stiffer suspension, 5.5 inch-wide steels and the 2000E gearbox, all wrapped up in a Type 49 shell with flared arches and rakish side stripes. In a production run from November 1970 to January 1975, an impressive 10,352 Mexicos found homes. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
MARCH 13 14 15 16 17 MARCH Practical Classics Classic Car & Restoration Show March 22-24 NEC, Birmingham UK www.necrestorationshow.com Wheels Day March 29 Newbury Showground, UK www.facebook.com/surreystreetrodders Zephyr & Zodiac Owners’ Club of Melbourne 50th Anniversary March 30-April 2 Ballarat, Victoria, Australia https://zzocm.com.au APRIL Techno Classica Essen April 3-7 Messe Essen, Essen, Germany www.techno-classica.de 18 19 20 21 22 23 Coffee & Chrome April 7 British Motor Museum, Warwickshire UK www.footmanjames.co.uk/coffee-chromecollective Squires Fordmeet April 7 Squires Bikers’ Cafe, West Yorkshire UK www.facebook.com/SquiresFordmeet Goodwood Members’ Meeting April 13-14 Goodwood Motor Circuit, West Sussex UK www.goodwood.com/motorsport Drive It Day April 21 Various club and specialist events and road-runs across the UK www.fbhvc.co.uk/drive-it-day Donington Historic Festival April 29-30 24 25 26 27 28 Donington Park Circuit, UK www.doningtonhistoric.com MAY Retro Rides Weekender May 111-12 Goodwood Circuit, Chichester, UK https://retroridesevents.com/weekender Classic Ford Show May 12 South Of England Event Centre, West Sussex UK www.classicfordshow.co.uk Classic Ford Tour May 16-20 Isle Of Man UK www.sceniccartours.com/classic-ford-tours Beaulieu Spring Autojumble May 18-19 National Motor Museum, Beaulieu, UK www.beaulieu.co.uk 29
Goodwood Members’ Meeting April 13-14 APRIL 30 31 1 2 3 4 Scottish Ford Live May 19 Knockhill Racing Circuit, UK www.knockhill.com Enfield Pageant May 25-26 Enfield Playing Fields, Enfield UK pageant@whitewebbsmuseum.org 5 6 7 8 9 Ford Capri Club Nederland Internationale Meeting June 14-16 Beekbergen, The Netherlands www.fordcapriclubnederland.nl Le Mans 24 Hours June 15-16 Le Mans, France www.lemans.org/en/24-hours-of-le-mans JUNE Duchy Ford Show Weekend June 1 St Merryn, UK https://www.facebook.com/DuchyFordClub Ford Nationals June 23 British Motor Museum, Gaydon, UK www.britishmotormuseum.co.uk 10 11 12 13 14 JULY RS Combe July 6 Castle Combe Circuit, UK www.rscombe.com Kent’s All-Ford Show July 7 Aylesford Priory, UK www.kentsallfordshow Goodwood Festival of Speed July 11-14 Goodwood House, Chichester, UK www.goodwood.co.uk Cosworth Drivers’ Club Day June 8 Hever Castle, Kent UK www.facebook.com Cortina MK3 Club National Weekend June 29-30 Smeatons Lakes Campsite, Nottinghamshire UK www.cortinamk3club.com Classic Nostalgia July 20-21 Shelsey Walsh Hillclimb, UK www.classicnostalgia.co.uk Players Classic June 8-9 Goodwood Motor Circuit, Chichester, UK http://players-show.com Wonderland Classic & Sports Car Festival June 29-30 Ferry Farm Fields, UK www.capriclub2000.co.uk XR Owners’Club National Gathering July 21 Mallory Park Circuit, Leicestershire UK www.xroc.co.uk
LETTER OF THE MONTH Our favourite letter, email or social media comment each issue wins one of Meguiar’s superb Sunlight 3+ Detailer Inspection Lights worth £100! The perfect tool for inspecting your classic Ford’s paintwork, this simple-to-use light allows you to identify pre-existing defects, check paint correction work, verify a paint match, or look for the presence of high spots after applying a coating. For details of the complete Meguiar’s UK range, give them a call on 0870 2416696 or visit www.meguiars.co.uk. ENDEAVOUR Bosch Blues Your Parting Shot photo (March 2024 issue) of Endeavour Motors on Preston Road, Brighton sparked my interest — it was where you went to buy your Capri, just like mine in the attached photo, and you can still see the dealer’s badge in the rear windscreen. There was quite a bit of history in this 1970s Capri — it was put into a garage in 1980 and brought by me in 2018. The car came with its V5 and the previous owner’s name I recognised from the late 1970s, this previous owner had used the Capri for rallying and then decided to trade it in for a Vauxhall Firenza, so the dealer stored the Capri in a lock-up and never used it. Luckily for me the Capri was in a fair condition, just an engine rebuild and complete back-to-metal respray. Endeavour may no longer exist but I found there is a Facebook page, Endeavour Motor Company Past and Present where people can share their memories about the garage. Robin Dean UK Fuel for thought My son had a problem with fuel starvation on his Mk2 Escort and none of the usual fixes worked. Eventually we found out about a fuel filter in the petrol tank about the size of a cotton reel. We removed the fuel line from the base of the tank, jammed a long screwdriver up the hole and, problem cured. We then put an aftermarket in-line filter before the carb. Be careful removing the fuel line as it’s probably been there for 30 years and wants to stay where it is. Leon Johns UK 80 Spring 2024 I was pleased to see the article on the Bosch K-Jetronic injection system in a recent issue. Unfortunately, some of the information you printed wasn’t quite correct. The description of the function of the thermo-time switch is totally wrong I’m afraid — it doesn’t send signals to anything. Its only function is to provide an earth for the cold start injector, which only works when the engine is cranking. It is in no way connected to either the auxiliary air device or the warm-up regulator — these two items receive their power feed from the fuel pump relay. The auxiliary air device and the warm-up regulator electrical connections are simply for heating elements, so the longer the feed from the fuel pump relay is present, the warmer they become with no relation to engine temperature, other than the fact that they are bolted to the engine itself. The cold start injector doesn’t have a bi-metallic strip inside to determine how long it should inject. There is, however, a bi-metallic strip inside the thermo-time switch and this determines the length of time should inject. Initsuspense Hope thisPlease all helps. consider an in-depth James Panton article on suspension, set-up and UK you upgrades — or even what can do for £1000, £2000, £3000, and so on. The suspension side of things is still a mystery to me and when you do see pictures in
classic ford letters Not for TV In response to Stephen Kimber’s letter in the March issue about his Sierra being used for a true crime thriller, here is our experience of television production companies. Last year I was contacted by a production company to use my XR2i for some filming. We agreed to meet them in North Yorkshire for a full day of filming — a drive of around 50 miles each way, plus miles added while filming. On the day it was a dreary wet day, the sort of weather the car doesn’t usually see, but because I’d promised to be there, we set off. On arrival, various cameras were stuck to the car, and I was asked to drive up the road for a few minutes then come back, that was filming B-roll footage, after that it got exciting, we were all given walkie talkies and then for the next few hours were driving up and down a few roads, following a Range Rover bristling with cameras, doing undertakes, overtakes, all sorts of manoeuvres, all directed by the show director via radio. All in all we were filming six cars for around 5 hours. Not one second of the footage was used in the episode — to say we were disappointed is a massive understatement, so please be aware when the TV comes a knocking, they might just waste your time. If I get invited again I’ll definitely ask for more assurances, or my costs for fuel to be covered. Ian Shepherd UK roadtrips, shows, tattoos... YOUR PHOTOS Cars, share your images right here. Email your hi-res images to classicford.ed@kelsey.co.uk or share them on social media Stephan Schaade: I recently bought a Series 2 RS Turbo when I helped a friend to pick up his Mk2 Fiesta Fly. It’s not been on the road since 1999. Ton Nachtegeller: Cool combo on the way to Melk in Austria. Leighton Bagrie: My father’s 1978 Mk2 Escort 1600 Sport and my 1969 Mk1 Escort project — all the way from New Zealand. The Escort was my first car. Keep it Ford Just thought I’d drop you a line to show my support for the originality enthusiasts who contribute to your magazine. While I certainly do not condemn owners that upgrade classic Fords with newer parts, I do get a bit grumpy when I read of someone bastardising a good car with foreign running gear. After all, this is a publication all about Fords for Ford enthusiasts, isn’t it? Generally though, Classic Ford continues to be a firm favourite read of myself and many like-minded Kiwis. Jeff Carline New Zealand James Sheahan: Irishman in Oz. Andrew G Koopman: Nice and clean Cortina. Ove Langkaas: From Norway, with love. Chris Zacker: My 1967 left-hand-drive 124E Anglia. 21,000 miles and it’s never had anything done to it. Spring 2024 81
Show us yours! Email hi-res ph otos and details of your pride or project to cla and joy ssicford. ed@kelsey.c o. write to us at th uk, or e address on page 6. The sorted Sport replaces Martyn’s much-missed and crashed first one (below right). Martyn Blackburn From: UK Car: Mk2 Escort “This is my recently-completed Mk2 Escort, which taken me just over a year to complete — even though the interior still needs a bit of attention! It’s a South African import 1600 Sport with a 2-litre Pinto and twin 45 Webers, Type-9 five-speed and a Kent cam.” “All the work was done in my shed with the help of a few knowledgeable pals! I know it’s stickered up as a model Ford never made but its what it is now! The paint finish isn’t the best but the intention is just to hack it about and enjoy it. “I’ve also included a photo of my old 1600 Sport, written off years ago and always been one of my biggest regrets not being able to afford to buy it back and put it back in the road but being a young 20 year old at the time finances were always tight!” William Cook From: South Africa Car: Anglia 105E Quite a family history, this Anglia. It was bought in 1960 by William’s grandfather, William Alexander. “It has been in the family for 64 years,” says William. “I started modifying the 997cc motor and later fitted a modified 1640cc Kent motor.” But even the Kent motor was too slow for William, so when he visited his son Basil in Southampton towards the end of 82 Spring 2024 2006, he bought a 2-litre Cosworth motor from Gary at RS Cosworth Breakers in Portsmouth. “It arrived at the beginning of 2007 and that’s when the massive job started,” he says. “It took nearly two years.” The spec is impressive. The engine is a 200-block Cosworth with a gas-flowed head, stainless steel valves and solid lifters, T4 turbo, Cosworth exhaust manifold, 76 mm exhaust system and Diktator management system. The whole lot comes in at 320 bhp and 400 Nm of torque. Nice. This is channelled through a T5 gearbox, 3.7 Salisbury limited slip diff and a four-pad copper paddle clutch. Brakes are by discs all-round — Cosworth at the front and Mk1 Golf GTI at the rear — and it rides on 8x15 Minilites. The Anglia’s new jutting chin comes courtesy of an Escort XR3 front spoiler, grafted on and blended in to modified front arches. “It’s very fast and an absolute pleasure to drive,” says William, “and it’s an M3 and Subaru’s nightmare!” Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
readers’ rides Meik Woywood From: Germany Car: Escort MkI Mexico replica This beauty is a German Mexico replica that has been given the full Teutonic works by Meik. The engine is a Brauneiser-Renntechnik built 2-litre Cosworth YB with a Köln Motorsport block, giving out 295 bhp and 388 Nm torque in Eurospeak. It also has a Radtec radiator, 2wd sump, 3 inch custom-made exhaust, 4x4 exhaust manifold and a custom-made crossmember. It features a T5 gearbox with Atlas axle, LSD, two-piece Cosworth propshaft and a custommade quickshift. It’s Rose jointed all round, with Avo dampers and 320 lb springs at the front, and a four-link and Watts linkage set-up with 160 lb springs and Gaz dampers at the rear. An unusual solution to stopping sits behind the great-looking 15 inch front Emily and Kerry Elston wheels — Brembo four-pot callipers from a Porsche Boxter with Sierra Cosworth 4x4 vented discs and EBC Green Stuff pads. More traditional 2wd Cosworth callipers and discs do the stopping work at the back. Finishing touches include a sixdial dash, VDO gauges, RS2000 seats and a Capri RS steering wheel, creating a real autobahn-stormer. Anglia and Cortina are flying the flag for Sixties Fords in New Zealand. From: New Zealand Cars: Anglia 105E, Mk1 Cortina Kiwi couple Kerry and Emily Elston are responsible for this pair of beauties. This restoration team seem to be equally at home modding and carefully restoring. Emily says: “The Anglia is a 1967 lowered on 14 inch Superlites with 315 struts, 1300cc block and crank, 1100 Escort rods, modified 105E head on DHLA carbs, MkI Cortina gearbox, and 3.89 crownwheel and pinion.” After reading that, you may think these two are born modders. Not so. “The 1965 Cortina is a standard original car,” adds Emily. The pair also have another project on the go — a 1962 Consul Classic 315. This antipodean twosome are building up quite a collection. Tim Bailey From: Australia Car: Mk2 Escort On the hunt for a daily-driver, Sydney-based Tim lucked out when he scored this mint two-door auto from a little old lady. “I work in a city and needed something small and cheap to run, plus it needed to be an auto as traffic can be bad sometimes,” explains Tim. “My family are complete Ford nuts — between us we’ve got 12 cars of various ages. “I’ve had the Mk2 five years now and can’t help tinkering with it. There’s a 1600 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd in place of the 1300, Bestek electronic ignition and even air conditioning. “Next on the list of things to do is repair some small rust problems in the heater bowl and passenger door, and the engine will probably get a head service with unleaded valves.” Spring 2024 83
NEXT ISSUE COMING UP IN THE MAY 2024 EDITION OF CLASSIC FORD Next month See all this and so much more in your May 2024 issue of the world’s biggest and best-selling Ford magazine! Kelsey Publishing Ltd The Granary, Downs Court, Yalding Hill, Yalding ME18 6AL, UK Telephone: 01959 541444 Email: classicford.ed@kelsey.co.uk Instagram: www.instagram.com/classicfordmagazine Twitter: https://twitter.com/classicfordmag Facebook: www.facebook.com/classicfordmag Editor: Simon Woolley, 07971 970867, simon.woolley@kelsey.co.uk Art Editor: Mark Baker, mark_baker04@yahoo.co.uk PAY LESS AND NEVER MISS AN ISSUE! SEE PAGE 58 Mk2 with poke and smoke! 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CFTECH SAFE TECH Contents 88 How to: fit a rear firewall 94 Our Projects: Mk3 Capri 96 Our Projects: Mk2 Orion 98 Expert Clinic Your step-by-step guide. The latest on Graham’s Capri. Ade’s Orion gets suited and booted. Problem with your Ford? We can help When working on cars and using tools of any kind — especially power tools — always use protective gear: goggles, gloves, ear defenders, masks and a decent set of overalls are essential. A fire extinguisher is also advisable. Never work under a car without supporting it with axle stands and if you’re not completely confident of your ability to complete any task safely, leave it to the experts. The A B C of tuning A is for... Air/fuel ratio The amount of fuel being sent into your Ford engine’s combustion chambers is measured as an air/fuel ratio (AFR), which is just like it sounds — a number representing the ratio of the amount of air to the amount of fuel being burned in the engine. The engine mixes fuel with oxygen in the air and then ignites that mixture with a spark plug. The optimum mixture of air and fuel is 14.7 parts of air to every one part of fuel for an AFR of 14.7:1. At this ratio and under the right conditions, all of the fuel and all of the oxygen can burn leaving nothing except for the combustion products — this is called the stochiometric ratio. However, a stoichiometric mixture burns very hot and can damage engine components, as well as limit maximum power, and most engines are tuned to run richer, giving a lower AFR number. On most naturally-aspirated engines, maximum power is usually reached at AFRs ranging from 12.5 to 13.3:1. Spring 2024 87
How to FABRICATE A FIREWALL Give your classic Ford the competition car look and add some safety and rigidity with a rear firewall. Here’s how. S ome features on classic Fords scream race car like no other. The sound of a hot engine helps and some of the bits you can’t see like an FIA logbook truly confirm it too. But what about the physical hardware to create both the right image and all-important safety? One of those high on the list has to be a rear firewall, which helps to keep the driver and the car safe from the evils of burning fuel. After all it’s common practise to mount the fuel pumps in the boot and if you haven’t got a method of isolating fuel, you could end up frying more than the local chip shop. But safety’s one thing because there’s another argument for adding such a structure too — get it right and it can be argued a decent rear bulkhead will add stiffness to the car. And that can only be a good thing. 88 Spring 2023 There’s no definitive way of doing this but we’ve attempted to firewall a Mk1 Cortina with several factors in mind. First, it had to be as neat as possible — it’s easy to make a thin bit of alloy look like it’s been put there by a size nine boot! Next we wanted it to appear simple and clean — almost a feature — yet still be able to retain a back seat if we wanted to fit one. Ours will also be body-coloured, so we intend to paint it and the rest of the inside at a later date. The process also needed to be reversible, so it can be easily returned to standard if required. Most important, it had to do a proper job of firewalling. To achieve this, we’ve approached the problem slightly differently. Normally you would sculpture the bottom of a sheet of aluminium to conform to the complicated pattern of the floor, which is difficult on such a large expanse, increasing the likelihood of leaks. So, we’ve simplified it by building the floor up, creating a vertical platform and therefore a straight-edged flange, giving us a better chance of creating a neat bottom edge. The platform was made using short sections of 18-gauge sheet steel, simplifying the task of forming to the correct shape, finish-welding, then blending into the floor. We’ve added some stiffening holes to the front vertical face of this mini bulkhead, which looks like it defeats the object — surely fluid will gush past? Truth is, it’s fully seam-welded on the horizontal, returninto-floor-section and is therefore sealed. Our actual bulkhead will be 16-gauge sheet aluminium, which is much lighter Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
how to: fabricate a firewall than steel, and to give us something to mount it to we’ve created flanges all around the outside of the wheel tubs. Getting the angle of these right was quite tricky, it involving making several card, MDF and steel templates. But it was less frustrating to use expendable material than muck it up on expensive sheet alloy. The angle we decided on was the back seat’s, dictated by the rear support rail that runs up from the floor, connecting with the shelf below the rear window. Others cut this bar out and drop their bulkheads down but we wanted to 1 Preparation’s the first task. These hooks are used to hold the back seat in place. We drill out the spot welds and save them because we can always screw them back in place if we need them later. 4 The curved sections will be built up with plates, but shown are dummies we made which weren’t quite right! Effectively, we’re extending the trans- mission tunnel sideways making a flat surface. 7 Don’t expect this to fit first time — it will require final trimming to make it perfect but you need to spend the time to make sure the real thing fits by simply dropping in place. retain what’s there and leave it. The only problem was, the bar wasn’t in the centre of the car and it wasn’t square either. Now that wasn’t a problem but, we intended to secure the bulkhead using countersunk pop-rivets and then paint the whole lot body colour. And to make it neat, the rivets have to be properly marked out with accurate spacing — otherwise they really will stick out. So we opted to glue the centre bar fixing in place using U-Pol Tiger Seal bonding agent, distributed with a caulking gun. We used the same stuff to seal all around the edges, prior to paint (and 2 Since we’ve a gaping great hole to fill, the next thing we need is a reference point to work to, so we cut a thin, straight bit of wood to the exact width across the transmission hump in the floor... 5 Next we need to establish more reference lines especially around the wheel tubs. Therefore, we make a template of the area using small sections of card, taping them together — this needs to be as accurate as possible and is easier in small pieces. 8 With a dummy in place, we can also see our required methods of support plus other problems before they arise — note too, we’ve marked the centre line of the board and aperture. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd it can be painted over), and in our usual way, we haven’t shown this bit yet as the car’s not currently at the paint stage... Lastly, it is all very well doing just the rear bulkhead but you also need to seal around the sides too — hence we also made alloy quarter-cards, plus we dealt with the rear parcel shelf. This also had holes that we filled by cutting and shaping alloy panels as covers, which we’ll also paint. To get this task right takes time but remember it’s seen so it’s worth it — plus, more importantly, done right, it could save your life! 3 ...And set it up level and straight — don’t assume the floor’s perfectly flat! Obviously the car’s body also needs to be sitting level too! Using this we are able to scribe an accurate line across the floor. 6 We carefully remove this from the car and transfer the information to a 3 mm thick section of MDF board. This is stiff enough to remain flat. 9 The self-tapping screw we’ve used to temporarily fix it in place isn’t in the middle. That’s because the upright isn’t, so we’ll need to glue the real thing in place to avoid wonky rivet lines! Spring 2023 89
90 10 11 12 We use the back of the board’s edge to give us an accurate line onto which to make and fit supporting flanges — obviously, we’ve removed the board for clarity! An accurate template means it’s easier to transfer the correct shape to the 18-gauge steel sheet from which we’ll make the flange — again this needs final fitting to make it dead right. When we’re happy with the fit, we use the flange to mark out a return flange, which will sit on the wheel tub — this we do by placing a thin bit of card underneath and drawing around it. 13 14 15 We extend the curved line across by 20 mm and cut the shape out of the card... ...Then we check it for shape against our marked line and with the steel template/flange section removed. Once happy, we transfer the shape onto 18-gauge sheet steel and cut it out using a metal cutting blade in a jigsaw — but make sure you’re wearing proper eye protection: they spit! 16 17 18 We do the same with the flange to go around the wheel tub — extend it by 20 mm, conforming to the shape then cut it out the same way. To form our flange and return, we curve the flat section to the vertical front face and tack the two together. But before finish-welding, we check the fit on the wheel arch tub — if it’s only tacked then it’s simple to rectify if wrong. We’ve only shown the top section; the bottom’s made in the same way. 19 20 21 Our MDF template shows is that we need a return flange to allow the bulkhead to mate vertically at the sides, so we make a filling plate with a formed flange and plug-weld it in place. Once we’ve made the entire wheel tub flange, we’re able to mount it behind the angled vertical return flange. We drill 4 mm holes in the tub flange and, after accurate alignment, plug-weld it to it. Here we can see the finished flange, which conforms to the shape of the wheel tub ensuring no gaps, making it easy to seal and therefore no leaks — we repeat the exercise on the other side. Spring 2023 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
how to: fabricate a firewall 22 23 24 Next we make the bottom mini-bulkheads. We start by cutting an angled piece of sheet steel, replicating what we want to achieve — this means we can then establish the ends of the side flange. Using the marks we made earlier, we use a profile gauge to accurately trace the shape of the contoured floor, which allows us to... ...Transfer the shapes into card so we are able to make accurate templates, which we then transfer into sheet steel. 25 26 27 We cut these out using a mixture of tin shears and metal-cutting jigsaw, followed by final fit and finish to conform to the floor. Next we draw round where our sections will fit allowing us to know where to grind the paint off the floor. We tack-weld the top section in place first, then make the bottom to fit to it. The up-standing section of the mini-bulkhead is made from another template. A joggled edge forms the mounting flange, extending above the closing section we’ve just tacked in place. 28 29 30 Here, the lot’s tacked in place allowing us to check the fit before it’s made permanent. The back edge, which is the bit you won’t see as it’s behind the actual bulkhead, is fully seamwelded and forms a sealed edge — we’ll seam-seal it as well and paint over it later. We then do the same to the front edge but blend this into the floor — with the welds ground back and the merest hint of body filler in the edges, it looks like it belongs there. 31 32 33 Next we start fitting the actual firewall. From our card and MDF templates, we create another super-accurate template from sheet steel. Here you can see how the bottom edge fits into the joggled upstanding flange in the minibulkhead in the floor — once in place and sealed, the firewall should look completely flush. We repeat the exercise for the other side giving us two templates from which to make the alloy bulkhead — this makes it easier to create very accurate templates that just need alignment. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Spring 2023 91
92 34 35 36 Next transfer the templates onto the sheet aluminium and mark it out — if you build in plenty of reference points to check, you should get it right first time! Some sheet aluminium has a facing layer of thin plastic which is peeled off, others don’t, so to prevent scratching, we cover the base of our jigsaw with masking tape and keep cleaning it. OK, we cheated! This is our trial bulkhead, made from a too-small piece of 16-gauge sheet (it wasn’t wide enough at the top) but we use it to check our dimensions for the actual one! 37 38 39 Next we mark out our pop-rivet fixing holes which we do establishing a 75 mm spacing, drilling a 4 mm clearance hole for our rivets. We accurately align our panels, then drill through the rivet holes into the flange behind — note, you will need to get behind and de-burr the hole too. We’re using countersunk pop rivets, so we previously countersunk the clearance holes, then using a hand riveter fix the sheet alloy bulkhead in place, working from the centre outwards. 40 41 42 Next we fix the centre of the sheet in place using U-Pol Tiger Seal rather than rivets, as the original upright’s not in the exact centre of the panel and would show. After riveting the whole way round the edges of the bulkhead sheet, we run a bead of sealant around the edges and on the back edges too. The rear parcel shelf needs attention too as there’s a central speaker hole that needs closing, plus various fixing holes — we cut and fit alloy sheet to these too. 43 44 We’ve also made new side cards from sheet alloy, which we’ll permanently fit at a later date, once we’ve finally run the wiring. Job jobbed! Spring 2023 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
Floor mounts tweaked for the Sparco buckets. Graham’s Mk3 Capri What’s been done this month: Fabbed a sump guard, remounted the bucket seats, fiddled with the mixture Next on the to-do list: Swap the fuel pump out Thanks to: Burton Power 020 8518 9127, www.burtonpower. com Demon Tweeks 01978 664555, www.demontweeks.com Steve’s Classic Cars 07941 648076 94 Graham’s days of wrecking sumps on the Capri may be over thanks to a custom set-up— and the help of the ever-patient Steve Pester. n my last update, the Pinto had been refitted after having to be removed and mated to yet another baffled sump. In the absence of off-the-shelf options for Capri sump guards, as usual, Steve Pester of Steve’s Classic Cars came to the rescue. We decided that a bespoke sump guard was the way forward but if they’re poorly designed sometimes they can cause as many problems as they cure on a fast road car. After much research and development, trial and error, and tea and biscuits, I’m delighted with the end result. A heat-treated alloy plate manages to be both fairly light and very strong. Thank goodness Steve has got a hearty hydraulic press as it took some persuasion to shape. The factory, welded-on towing eye was removed from the front crossmember. This I Spring 2024 allows the sump guard to start just forward of the ‘member, using the structure as a mounting point. Countersunk bolts were used to keep the profile of the guard as shallow as possible. A curved piece of tubing is attached to the leading edge of the alloy sheet. A custom bracket is attached to the bottom of the gearbox housing which secures the sump guard at the aft position. You’ll note from the photographs that the guard is angled down from the front crossmember to the bellhousingmounted bracket, close enough to the sump so as not to be a snagging hazard for the car yet allowing sufficient room for the plate to flex on impact without fouling the sump. The curved bar at the forward-most point coupled with the angle acts as a skid to brush over foreign objects as opposed to making square impact. Note the gap above the rubber feet on the rear bracket. These act as a bump stop and allow a calculated amount of travel in the event of impact without damage to the sump. After a trial fitting, the sump guard needed a kink upwards behind the sump to create more ground clearance. A smaller heat-treated alloy plate was mounted on the right-hand side of the crossmember and drilled to house a removable shackle for recovery purposes in the absence of the factory tow hook. Inside out Our attention now turned to the interior where the fitment of the Sparco buckets was found to be a little sketchy. With the requisite driving position eventually found for my lanky frame, the hard brittle factory floor finish was chipped Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
classic ford’s project cars Custom guard hopefully means an end to Graham’s sump-scraping antics. New bearing kits needed for the shafts, plus heavy-duty retaining bolts (above). back in the relevant places to ensure level and true contact areas, and the floors were then drilled accordingly. The seats were refitted using the appropriate hardware in the form of bolt-in eyelets, heavyduty washers, threaded underfloor plates and split pins from the trusty Demon Tweeks catalogue. With the car sporting a new array of upgrades, it repaid us by springing a leak from the driver’s side halfshaft bearing/seal unit. A pair of replacement bearings were ordered and fitted. The silver lining to the latest setback was the fitment of a Steve’s Classic Cars heavy-duty halfshaft retaining kit which uses 12.9-graded industrial strength Allen bolts and specially selected thick hardened washers. Steve has the universal kits on the shelf for immediate dispatch to suit English or Atlas axles, drum or disc brake conversions on all the popular classic Ford platforms. These not only look great but provide a confidenceinspiring boost over the standard set-up which is especially important on a car such as this one that has to deal with the increased torsional stress associated with a wider wheel and sticky tyre. This now joins the neat sump Allen kit which Steve also offers as an off-the-shelf upgrade. Right mix The first road test with the assistance of the new gauges indicated that the air-to-fuel ratio was too rich. As a precautionary measure, Steve calibrated the in-car AFR gauge by testing the Capri’s CO2 with his workshop meter. These results tallied with the AFR gauge and Steve changed the carb’s jetting accordingly. After static AFR tests at increasing revs, it was time to test the car under load. The road test revealed lean AFR readings under hard acceleration (especially on pronounced inclines). The pattern fuel pump was identified as a possible weak link. Thankfully it hadn’t failed and the oil was free from contamination but a good quality Quinton Hazel item was ordered from Burton Power to ensure that the pump was up to the job and a larger accelerator pump jet was readied for the next round of testing. I’ll be back to report on the outcome next time. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Steve ponders over yet more work to the Capri. Spring 2024 95
Ade’s Mk2 Orion What’s been done this month: With the Orion now home, Ade turns his attention to getting it running right — and sitting lower, naturally. Sorted the running issues, fitted a new fan switch, lowered it W Next on the to-do list: Roll the arches — or source some different wheels Thanks to: James Sean at Fordmax Car Breakers 07710 418401 96 ith my Fordmax Competitions-won Orion back home in Scotland from last month’s collection roadtrip I was more than happy with it. Yes, it’s very much a budget project, but there’s a great car in amongst the niggles, and there’s nothing that can’t be easily sorted. The car made the 300-mile trip fine, but a couple of days local use was showing up some issues which needed immediate attention. The dead heater motor thankfully was just a blown fuse, and since replaced it’s worked perfectly, so an easy win there! The car did suffer from an annoying stutter when pulling away, so logically it made sense to get stuck in at the basic service items, as who knows how long this 36 year old car had gone without attention. Recent receipts showed a new set of plugs and a coil (which also suggests the issue had been attempted to be tackled previously), but various other Spring 2024 areas need to be addressed. The most obvious being the oil-sodden air filter. It even had a spider caked into the element! An inline fuel filter is always a wise addition to an old car both to see the condition of the fuel and also the most obvious purpose, to filter any debris. A new set of ignition leads, rotor arm and distributor cap were also all fitted and cost peanuts. A new fan switch was also sourced and fitted as the original was dead. Quite a common issue on older cars, so no big surprise or expense, but a potential engine killer when stuck in traffic, so definitely one to sort. Initially this looked like a two-minute job, but the huge spanner required to get the sensor removed also required the distributor to be removed (and then timing to be reset). If I was doing it again an extra-deep socket would be a wise investment. A basic spray of carb cleaner into the Weber was also done and then it was time for a test drive. Even though the car felt considerably livelier (most likely due to the new air filter) the stutter remained. A friend in East Kilbride had offered to lend a hand one evening with some of the jobs, so as soon as possible I headed over to see James with more spares and my fingers crossed. Loose fit The first thing to see to was the carb, and on opening it up it was quite clear what was wrong. One of the jets had actually worked its way loose and was allowing far too much fuel through! (That’ll explain the poor MPG and sooty start-up!). Everything else looked clean and in good condition, so with this refitted a quick test drive was undertaken and we had success, the stutter was completely Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
classic ford’s project cars Non-working heater thankfully down to just a blown fuse. Air filter (right) had seen better days. Loose jet in the carb was the root of the running issues. New fan switch (right) was a pig to fit. gone after just 10 minutes work! So with this sorted we decided to do an oil change and delve into fitting the used lowering kit from Sean at Fordmax. Springs and dampers were badly needed, as it was quite clear just how worn the originals were when the car was driven. Also the stance definitely needed sorting. Bigger wheels and stock ride height aren’t a combination which should ever go together in my book! With a lot of hammering, spannering, grunting and skint knuckles (in-between a pizza break and random chat, of course) the suspension kit was finally fitted. The front looked great, but the back was exactly the same height as when we’d started! There’s no budget for coil-overs here, so the old school solution was adopted involving an angle grinder. The springs looked a fair bit beefier than the originals, so the final height and stiffness was spot on. Result! The car sits lovely on the Rota D154s, but now to decide if they stay and the arches are rolled or do I opt for an alternative not so wide wheel? Something needs to be done, as there’s far too much rubber and arch contact right now! Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Uprated struts and springs saw the Orion sitting lower. An evening with mate, James saw the Orion sorted. Spring 2024 97
Sierra Slipper Window seals QUERY OF THE MONTH Q I’m having some issues with my opening rear quarter windows on my Mk1 Capri. The old glue that used to hold the glass to its fittings has failed. I’ve tried various epoxy resins and glues from my local motor factors and hardware store to repair it, but they all seem to fail after a while. Ford managed to hold them in for 40 years, but I’m struggling to keep them in for a week, and I always have a constant worry that they will fall out at any time. Is there any other sort of glue/epoxy I can try? Robin Beaumont UK A “I have two options for you,” reckons Trevor Steadman from Steadspeed Restorations. “One is a product called JB Weld. It’s a two-part epoxy and is fantastic stuff, but as with all things like this, it’s down to prep work — everything has to be spotless and clean of any oil or grease — even get the grease off your hands, and remember to key the glass and metal surface with rough sandpaper.” “Then there’s Dymax 431, which is the daddy of all things sticky! It’s great for sticking glass to copper, aluminium and stainless steel. Good luck!” Q I have a 1983 Sierra XR4i and would like to change the original axle for one that’s fitted with an LSD and disc brakes. I have a K-reg XR4x4 axle that I’d like to fit. Would this be a straightforward job? If not, what’s involved? Or would I just be better off buying a Cosworth threedoor axle and fitting that instead? Dan Smith UK A The Cossie one would be better — it’s a 7.5-inch diff as opposed to a 7-inch — and you could then put the Sierra Cossie 4x4 rear vented discs and callipers on. They’re plenty good enough to stop anything, but, and it’s a big but, getting hold of one could be difficult, as three-door spares are getting scarce and when they do come up, they attract a premium. So yes, we’d say fit the XR axle if you’ve got one around. It should be a bolt-up job but check the drive flange is going to fit your prop before you dismantle the car. Tyre sizes Q What are the widest tyres I can fit to my Mk2 Escort, and which size would you say is best? Franco Conterato Italy practicality. If you’re running wider wheels (7x13, for example), then you will find you may have to resort to a 175/50R13. A This really depends on what width wheels you are using, but generally with standard Mk2 arches and if the car isn’t severely lowered, you should be able to get 205/50R13 tyres on without major rubbing issues — with 5.5 or 6x13 inch wheels. The best all-rounder though is definitely a 185/60R13 tyre with the same size wheel, in terms of looks, availability and Pinto fuel pump Q I‘m building a 2.1 Pinto, which will be lightened and balanced and I’ve got the RS2000 engine mounts. Could you please tell me which side they fit, as I think it’s the small one that fits on the alternator side. Also, do I need to fit a better fuel pump or will the manual one be OK? Kevin Lewis UK A You are correct — the small mount fits on the alternator side of the engine. With regard to the 98 Spring 2024 fuel pump, it depends what carb you’re planning to run. If you’re intending to use a Weber DGAV or DGAS carb, the standard pump will be OK and should easily keep up with demand. If you intend to run DCOEs you will ideally need a Facet Silver/Red Top pump and Filter King regulator to make sure you get enough fuel flowing to them. If you have the budget, fit the pump and regulator anyway so that you have plenty of capacity for future mods. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
your tech questions Fiesta rev counter Q I have a 1981 Mk1 Fiesta Ghia and it has just come off the road for a full rebuild. I would like more power than the standard 1300, so I was thinking of buying a scrap Mondeo and robbing its Zetec and fitting it with an RS Turbo gearbox before putting it in the Fiesta. My question concerns the original rev counter in the Fiesta. Will it work from the Mondeo motor or will it need work doing to it? I would like to keep the dash looking standard. Lennox Bradley UK A The problem you will have is that the Zetec engine runs a wasted spark ignition system whereas the Mk1 uses a standard distributor set-up. The tacho will work but it will read at half speed. You can rectify this by taking a feed from both sides of the coil trigger wires up to the tacho with two diodes to stop power backfeeding across the coil. Not an ideal solution, but it will work. The other option is to go for an aftermarket ECU such as Omex instead of the Zetec’s existing Ford ECU. Both have configurable outputs for the rev counter and can be mapped to suit any modifications you do to the engine. Escort engine mounts Q I’ve just imported a 1970 Escort 1100 Deluxe that’s in need of restoration. I want to drop in a Mk2 auto engine but am going to keep the manual ’box from the Mk1. The trouble I’m having is with the engine mounts — they don’t fit as they’re about half an inch too long. Any idea what the solution is? Jeff Kitson UK A It’s possible that your car has the early-type engine crossmember. These had just a single round hole for the engine mounts to bolt into as opposed to the later slotted type which allow for some adjustment of the position of the mount. This can be the only reason for your problem. A 1970 car shouldn’t have the early compression strut-type suspension but Ford was notorious for using whatever bits were left in the parts bin. The simple solution would be to re-drill or elongate the holes in your existing crossmember. Contact Omex www.omex technology.co.uk Perspex windows Q I’m looking at fitting perspex windows to my Mk2 Escort. I know, that I can’t change the screen, but if I change the other windows is it still road-legal? Jason Robson UK A Yes, the car will still be legal. Try to get proper polycarbonate Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd rather than perspex ones though, as the former is less prone to shattering during an accident. It does scratch more easily though, so you need to treat it with care. There are also companies who can supply the rear screen with the correct contour so it will fit straight into the original rubber. Steadspeed Restorations 07766 676379 www.facebook. com/Steadspeed Help! Tech problem? Email your query to classicford.ed @kelsey.co.uk Spring 2024 99
MOTORSPORT CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK o describe a Capri race car as being hairy-chested is to rehash a cliché already threadbare through overuse, but once you’ve read the story of the Group 1 car you see here, I hope you’ll agree that really it’s a fitting characterisation for a car so redolent of late 1970s Touring Car racing that it might as well come with a pack of Belgas on the dash. You see, this particular Capri is none other than CC5, one of the Capris built by CC Racing Developments for Gordon Spice, and in which the late, great tin-top ace claimed his most famous T 100 Spring 2024 Touring Car win — the 1978 Spa 24 Hours. Gary Wilkinson is a man who’s better acquainted with the charms of the Gordon Spice Capri than most, having recently completed the restoration of CC5. A proud Kiwi with a longterm fascination with Ford race cars (he’s also responsible for restoring ZAK-E23/75, the Group 5 Zakspeed Escort Hans Heyer used to win the DRM in 1975), Gary is well-placed to recount both the remarkable race history of this car and also how this most European of Touring Cars came to reside in New Zealand. “I’m a firm believer in the notion that old cars come to the right people for the right reasons, and that was the case with CC5,” explains Gary. “I first encountered it back in 2016 when doing some work for a Manxman called Barry Forth, who’d owned the car for many years and been responsible for bringing it out of Europe and into Asia.” The Capri Gary encountered looked every inch the period Group 1 hero, albeit a slightly down at heel one having resided in the same, small (but watertight, thankfully) shipping container since — wait for it —
Gary Wilkinson’s mission to resurrect Gordon Spice’s 24 Hours of Spa-winning Capri has been a true labour of love, and evidence of this Kiwi’s dedication to the classic Ford cause. 1988! Gary makes no bones about this longterm confinement being crucial to the Capri’s survival and points out that, had it remained closer to its place of birth, the likelihood is that it would have been pressed into service as a privateer race car later in the decade, crashed, and probably broken up or otherwise parted out as a result. Thus, when Gary agreed to take the car off Barry’s hands midway through 2017, he came into possession of what surely ranks as the most complete example of an ex-Spice Capri in existence. Quite how proper the car was only became apparent when Gary began to strip it down for restoration, whereupon a veritable treasure trove of period-correct, FIApleasing (and in some cases, countermanding) hardware came to light, not to mention ample evidence of its extended career at the sharp end of European tin-top racing. Under colour First up, the paintwork. Painstaking stripdown of the shell presented Gary with the chance to conduct what amounted to an automotive archaeological excavation, revealing first a layer of blue (evidence of the blue and white livery it wore on the Spa 500 in 1980, then the Autocar red it sported in 1979, and finally the red and white of Belgium’s foremost cigarette brand, Belga. This latter livery is the one it presented on the occasion of its ultimate triumph, victory in the 24 Hours of Spa, back in 1978. But more on that later. Below these layers lurked a bodyshell so clean, tidy, and free from rot that it staggered all associated with the rebuild, Gary’s panelbeater included. There were dents earned in the melee of door-to-door racing, Spring 2024 101 Words Jamie Arkle Photos Richard Opie SPICE MERCHANT
MOTORSPORT CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK “IT’S A JOY TO DRIVE — PLANTED, PREDICTABLE AND VERY FRIENDLY” sure, but rust was notable only by its absence. What was there in abundance was nickelbronze seam braze, evidence of the reputed 450–550 hours CC Racing Developments put into prepping their Group 1 Capris in period. Another name indelibly associated with the Spice Capris is that of Neil Brown, master engine builder and the man responsible for assembling the Essex V6 in Gary’s car, as evidenced by the NB007 stamping found on the block and flywheel. Gary also found other evidence of Brown’s handiwork nestled within and points to the windage tray, complete with numerous intricate trap doors and channels SPA DAY THE CAPRI’S INCREDIBLE ENDURANCE WIN The reason CC5 must ranks among the most successful production Capri race cars of all time is thanks to its victory on the 1978 running of the 24 Hours of Spa, widely viewed as the most important fixture in the Touring Car calendar at the time. More pertinently, that year’s race was the last ever to utilise the old SpaFrancorchamps road course, which compelled competitors to tackle iconic corners like the Kemmel curves and the infamously-perilous Masta Kink. The ins and outs of Spice’s victory at Spa that year, a win he shared with co-driver Teddy Pilette, are too numerous to do justice here, but suffice to say the pair encountered more than their fair share of dramas over the course of those 24 hours, and in fact spent a full 60 minutes of that period in the pits for various repairs! This mandated a truly herculean effort from 102 Spring 2024 Spice in order to make up for lost time in the early hours of Sunday morning, and boy did the Londoner deliver: his eventual winning margin over the BMW of Eddy Joosen, Dirk Vermeesch, and Raymond Vanhoe was 4.42 km (this being an endurance race, remember) with an average speed of some 112 mph. Both cars finished on the same lap, lap 305. to marshal the oil away from the manically revving crank, as being especially impressive and also indicative of the lengths he went to in order to give the Capri a competitive edge. Group 1 Essex V6s made between 220 and 240 bhp, though the higher figure was only achieved late in the competitive career of the Mk3, and even then often came at the expense of reliability. The engine in CC5 now makes 272 bhp thanks to modern know-how and some parts from Ric Wood Motorsport, but Gary is keen to highlight just how effective Neil Brown and his ilk were at extracting power from the stalwart Essex in period and offers an anecdote from the car’s first post-rebuild dyno session as proof. “I’d set the engine up in a synopsis cell, initially with a 350 Holley two-barrel carb that we thought would be perfect, the results were pretty good but always looking for more I decided to swap it for the period Weber 42DCNF that came with the car, and it made 9 bhp more when bolted to the same manifold,” muses Gary. “It was only when we stripped the carb down that the amount of work that had been put into perfecting it became clear.” Shoe stoppers While there’s no denying that CC5 is stupidly evocative as a complete, going concern, in many respects, this is a build whose significance is best conveyed by small, outwardly insignificant details. The rear brake shoes are a case in point, evidence Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
motorsport: spa capri 3-litre V6 remains the Neil Brown-built original, now good for 272 bhp. Custom fuel tank was understandably needed for endurance racing, with audible fuel-low warning for the driver rather than a gauge. Heavily-reworked DCNF carb was key to unlocking more power from the Essex. not merely of the Capri’s everyman origins but of the tactical nous of CC and the Spice Racing operation on their way to victory at Spa all those years ago. For while the Fords had to cede second best in the battle for last of the late brakers to the disc-shod BMWs, the cars from Munich consumed their pads at such an insatiable rate that they required an additional pit stop over the Capris, thus giving the Cologne rangers and their old school, drum-shod Atlas axles a stop in hand. This ability to remain out on track for longer would prove crucial on long-distance races such as the Spa 24 Hours, and it’s something Gary has found evidence of since committing to rebuilding the Capri. “I found an in-situ puck attached to the rear of the shoes and sintered metal linings, Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Spring 2024 103
MOTORSPORT CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK “CC RACING REPUTEDLY PUT 450-550 HOURS INTO BUILDING SPICE’S GROUP 1 CAPRIS” As per the Group 1 regs, the interior remains decidedly Capri-like. a way of extending their working life just that little bit further. I’ve got three of these in the spares package with the car, almost certainly the only ones left in the world and irrefutable evidence of CC5’s pedigree.” Other elements of CC5’s rebirth underscore just how long ago 1978 was and how different the world of motorsport was at the time. Its fuel tank is a great example of this, as Gary found it to have been designed in such a way as to provide the driver with an audible warning when it was time to head to the pits for a top-up. “It features three large chambers separated by baffles, and in the front left 104 Spring 2024 corner there was a separate chamber that I reckon held about 3 litres of fuel. Fuel was pumped out of the main tank with a lift pump, then pumped into the top of the chamber so it would fill up and overflow back into the main tank. This kept the small reservoir full, and so stopped surge and provided a safety net.” The lift pump would draw fuel from the main tank in to the small chamber and when this started to rattle, the driver knew he only had 3-litres of fuel left and should head to the pits pronto. It’s hardly ground-breaking stuff (and it’s fair to say that you’d be laughed out of the paddock were you to float the idea to a race team today), but there can be no doubting its effectiveness. Planted power If the proof of the pudding is in the eating, then the proof of the Group 1 race car is in the driving, and you’ll all no doubt be delighted to learn that CC5 over-delivers in this respect. “Honestly? It’s a joy to drive; it’s planted, predictable, and very friendly… it’s like settling into a cosy, well-worn armchair or an old pair of jeans! Just what you want in an endurance car.” Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
motorsport: spa capri Tech Spec Body CC5 1978 Capri Mk3 converted to Group 1 Touring Car regulation by CC Racing Developments, fully nickel-bronze seam welded bodyshell ballasted to make minimum FIA weight (1070 kg), Belga cigarettes livery with Gordon Spice sunstrip, Cibe Oscar spotlights, remote shut-offs for fuel and ignition Engine Neil Brown-built 2994cc Essex V6 with CP-Carrillo con-rods and pistons, original Neil Brown four bearing crankshaft, Neil Brown windage tray in Essex wet sump, uprated motorsport spec fasteners and bolts, period Neil Brown ported heads rebuilt with new competition spec valve train and Ric Wood camshaft, original inlet manifold with Weber 42 DCNF carburettor, Tony Law exhaust manifolds running to 3 inch exhaust system, Piranha transistorised ignition system, Champion spark plugs Transmission Type 5 four-speed gearbox with alloy bellhousing, close-ratio Hewland Racing gearset and synchros, AP Racing competition single-plate clutch, competition two-piece propshaft to Atlas axle with limited-slip differential, rebuilt halfshafts Suspension Below: custom tower for extra switchgear remains nicely unrestored. Having completed his mission to resurrect this most significant of Spice Capris, Gary took the somewhat puzzling decision to sell it early in 2024. That’s the bad news. The good news, at least if you happen to be reading this in the UK or anywhere north of the equator, is that CC5’s new owner is based in Britain, and he plans on driving it competitively, meaning it shouldn’t be too long before more of us get to see this spectacular machine from one of Touring Car racing’s golden eras being driven in anger, likely at a Goodwood Members’ Meeting. Let’s face it, it’s what Gordon himself would have wanted. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Front: RS3100-style crossmember, height adjustable Bilstein dampers with 350 lb springs, FAVO alloy hubs, factory steering arms modified to reduce bump-steer, rose jointed track rod ends, tubular anti-roll bar, adjustable alloy top-mounts. Rear: decambered single-leaf Capri RS springs, Bilstein dampers, polyushes Brakes Front: RS3100 240 mm vented discs with Ferodo pads. Rear: rebuilt drums with uprated shoes and sintered metal linings. Aeroquip braided lines Wheels and Tyres 7x13 inch Minilite alloy wheels, Goodyear semi-slick tyres Interior Period gauges, uprated Stack tacho, multi-point roll-cage, RS three-spoke steering wheel, Capri 3-litre dashboard facia, Racetech race seat with Sparco multi-point harnesses, Fire Eater fire suppression system, CC Racing Developments fuel tank with twin Facet fuel pumps (with mountings for original later three pump set-up retained) and alloy endurance fuel tank Spring 2024 105
MOTORSPORT CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK To compete in the Circuit of Ireland, Boreham built up their most special Escort so far, with 1.8-litre engine, flared arches and all. Roger Clark won the event comfortably. ifty-five years ago, Ford’s Boreham factory was the epicentre of the company’s motorsport business. When Ford’s works team flew back from the LondonSydney Marathon at Christmas 1968, they had only a few days’ rest. Boreham’s workshops opened their doors again on January 2, 1969, and another frantically busy season was in prospect. This is what happened... F January When the battered, sometimes broken, Lotus Cortinas trickled back from the 106 Spring 2024 London-Sydney Marathon, they were hastily rebuilt, then sold off. This took weeks, but the team had no further use for them. They never again appeared in full works guise. Escorts, Capris and Zodiacs would all be seen at Boreham in the coming months. Two brand-new Escort Twin Cams (BEV 781G and BEV 782G) were prepared to take part in the Monte Carlo rally. Team recruit, Jean-Francois Piot, from France, took fourth overall, and won the Touring Car Category in one of them. Ford revealed the new 16-valve BDA engine, which Boreham had already seen in private. The press saw this Cosworth design, shown in prototype new-model Capris. Meanwhile, Boreham had ‘found’ a prototype, and was busily building up a four-wheel-drive Capri. February Boreham’s very first Capri, complete with FF four-wheel-drive, and a 160 bhp Essex V6 engine, appeared at Croft rallycross circuit, where ITV viewers saw Roger Clark win three races. It was an understeering pig to handle (Roger hated it, but was too Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
motorsport history THE BIG YEAR 1969 wasn’t just the year of the Capri, it marked a milestone for Ford Motorsport too, as the Borehambased team turned the dial up to 11. diplomatic to tell the press about it), but the traction made up for everything. March The British race season began, but Boreham left it to Alan Mann Racing to campaign a supercharged Escort Twin Cam on its behalf. The red-and-gold car would win several races during the year. News broke of a proposed World Cup Rally, which would link London to Mexico City by way of Sofia and Lisbon in 1970, and would be sponsored by the Daily Mirror newspaper. Having failed in the London-Sydney Marathon, Boreham was determined to win this one. Planning began almost at once. April Roger Clark won the Circuit of Ireland in the ultimate of prototype Escorts (BEV 782G), complete with 180 bhp 1.8-litre engine, ZF transmission, and lightened bodywork. To everyone’s surprise, Ford announced that Stuart Turner (ex-BMC competitions manager) would soon take over from Henry Taylor at Boreham. Henry would become Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Performance Operations Manager, and would soon be involved in setting up AVO. May BEV 782G was working hard for its living. It was refurbished after the Circuit, for Ove Andersson to drive on the Welsh, which he won. In the meantime, Hannu Mikkola took sister car BEV 781G out on the Austrian Alpine, and won that event outright. The two new cars were working very hard for their living. Boreham was then frantically busy, completing three cars to contest Spring 2024 107
MOTORSPORT CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK “BOREHAM’S MECHANICS GRABBED WHAT HOLIDAYS THEY COULD — THE 1000 LAKES, FRENCH ALPINE AND THE WORLD CUP CARS WERE ALL DUE IN THE NEXT FEW WEEKS...” the Acropolis rally. Of the three, only Roger Clark finished (in XOO 243F — old registration, new car), in second place. testing and planning began. But what cars should be used? Escorts, Taunuses, or even Zodiacs? Definitely not Lotus Cortinas. Britain race. Driving Avenger Too, Timo won the race outright. Two months later he would sign up to drive for Boreham in 1970. June July August Stuart Turner joined Ford as Competitions Manager. One of his first decisions, we now know, was to see the ageing Escort fleet and say: “Get some new cars, and get some new numbers.” The finances, he thought, would look after themselves. Turner then shook up Boreham’s system, by taking cars to a tyre testing day in Yorkshire. Some famous names were also present. The Daily Mirror officially announced its support for the 1970 World Cup Rally. New manager Stuart Turner was determined that Ford should win it, so Boreham’s mechanics grabbed what holidays they could, because the 1000 Lakes, the French Alpine and preparing the first World Cup test cars would all be due in the next few weeks... Stuart Turner not only sent Hannu Mikkola out to gain some club racing experience in Escorts (he won several races),but also sent Jim Porter (Roger Clark’s codriver) on a high-speed driving course! In the holiday spirit, Ford asked Timo Makinen and Roger Clark to compete, in Ford-powered powerboats, in the Round Boreham sent just one brand-new Escort Twin Cam to Finland for the 1000 Lakes — ETW 881G for Hannu Mikkola — where the team won with ease. This was Hannu’s second victory in his home event, and in future years there would be several more to add to that. Back at Boreham, a massive Mk4 Zodiac arrived, was inspected, briefly tested, and was assessed for possible use on the World Cup rally. Four-wheel-drive (by GKN/FF) was considered, but never enacted. Rally engineer, Bill Meade’s thoughts on this car are unprintable. State of the art, Boreham: 1969/1970-style — this is how FEV 5H was built up at the end of the year, for use in the 1970 Monte Carlo Rally. ETW 885G took Clark to sixth place in the ’69 RAC, then the car was given away as first prize in a Daily Mirror competition. New combination, early success — Hannu Mikkola and Mike Wood took BEV 781G to victory in the Austrian Alpine rally. Testing of the original four-wheel-drive, 3-litre prototype Capri began at Boreham in January 1969, before the new model was announced. 108 Spring 2024 Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
motorsport history Boreham personnel kept a close eye on everything motorsport that Ford-Germany was doing in 1969 — which included developing the Capri as a race car. The original works cars, with 2.3-litre Cologne V6 engines, took part in the Tour de France in 1969. Roger Clark under the bonnet, with British Vita mechanics working on the ‘aircraft carrier’ Mk4 Zodiac during the 1969 Three Cities rally. Tyre testing — and laughs — in Yorkshire in 1969. September Head honcho, Stuart Turner’s ‘new cars’ policy was now starting to bear fruit — for three of the four cars built for the French Alpine rally had ETW... registration numbers. Not that it helped in this case, for all of them retired. One Escort, however — ETW 882G, driven by Roger Clark — notably ran as a prototype, with a 165 bhp 2.3-litre Cologne V6 engine and a ZF five-speed transmission, effectively as ‘look-see’ for possible World Cup usage. Sadly, the engine overheated several times, and the outing was deemed a failure. Boreham’s surveys and reccies then began for the marathon World Cup Rally of 1970. Boreham built up a Kent-engined Escort (ETW 880G), and flew it out to South Roger Clark in XOO 243F, on his way to taking second place in the 1969 Acropolis rally. This was the only event which this car ever started for Boreham. America, where Tony Fall and Gunnar Palm spent two months settling the spec. Within days of their arrival, the Fall/Palm/ Escort combo won the Rally Of The Incas in Peru, which was a 1750-mile thrash. Fall, Palm and the Escort were so outstanding that they beat every other competitor by more than two and a half hours! From that moment on, Ford became favourites for the World Cup which was to follow. Although principally built and run by Ford Cologne, Ford-Germany also raced the Capri 2300GT for the first time — not only in the 84-hour Marathon de la Route on the Nürburgring, but also on the multi-day Tour de France, where one car finished sixth against all manner of bigger-engined Group 6 cars. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd October The highlight of the month — though it was never wise to describe it like that to Roger Clark — was when Boreham entered a massive Mk4 Zodiac (ETW 690G) for the Three Cities Rally (Munich-Vienna-Budapest). British Vita Racing of Lancashire had prepared the car on Boreham’s behalf, which had a virtually standard 3-litre V6 engine — and somehow Roger won his class, and finished 16th overall. This was a try-out for possible World Cup usage — but after Roger described it as ‘Like driving a f ****** aircraft carrier’, the experiment was abandoned. Whatever happened to that car? In what was otherwise a quiet month for the team at Boreham, the big news was that Spring 2024 109
MOTORSPORT CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK Yes, there really were two rally-prepped Zodiacs. ETW 692G did all the pre-event testing and practice for the 1969 Three Cities rally. the signing of Timo Makinen was confirmed at motorshow time in October. Timo, out of steady work since his BMC contract had expired in 1968, was widely thought to be the fastest rally driver in the world. At the same time Henry Liddon was also persuaded to join Boreham as Timo’s co-driver. Timo was the only hero truly to have mastered the Austin-Healey 3000, and his Monte Carlo victory in 1965 (in a Mini Cooper S) was often described as the drive of the century. His first drive for Boreham would be delayed until January 1970. Unhappily, Roger Clark, well sideways in XOO 243F, on his way to taking second place in the 1969 Acropolis rally. This was the only event which this car ever started for Boreham. Ove Andersson had to be dropped from Boreham’s line-up to make way for him. November As if the French Alpine rally experience had not been bad enough, Boreham built up a second V6-engined prototype Escort, for Hannu Mikkola to drive in the Tour de Corse. The car was YVW 591F, an identity which went all the way back to the spring of 1968. By this time most familiarly known as the ‘Wembley’ project, it fared better than before. At least it didn’t boil, but it threw a fan belt, which cost a lot of time, and finished 16th. Even after this, there were thoughts of fitting 2.6-litre V6s to more Escorts, and using them on the World Cup, but that scheme was abandoned at the end of the year, and no more was ever heard of it. In the meantime, Boreham completed two brand-new cars — FTW 42H and ETW 885H — for the RAC rally, and added dear old BEV 782G to make up a formidable three-car team. Formidable maybe, but as it snowed hard in the north of England and in Wales, the Fords always struggled for grip. In the end, Ove Andersson took fourth place, and Clark sixth. After just one event, ETW 885G was then given away as the first prize in a competition organised by the Daily Mirror newspaper. Having won the car, Sergeant Walter Easton (who was serving with REME in Germany), and himself a club rally driver and experienced mechanic, took delivery, and this car fell out of sight. The day after the RAC rally ended, Ford held a major meeting at a London hotel to discuss the World Cup rally strategy. We now know that all major decisions — to run with Escorts, to go two-up, and to use enlarged pushrod engines — were taken there and then. December Ford’s archive dates this picture as December 1969, when Roger Clark and Jim Porter were ready to leave for practice/testing for the 1970 Monte. XOO 354F had previously done only one rally — the 1969 Alpine. Service was to be provided on this occasion by Mick Jones (right), Ken Wiltshire and a well-laden Zodiac Estate. 110 Spring 2024 Time for a holiday after the 1969 season? No chance... Practice cars for the Monte Carlo rally — scheduled for mid-January 1970 — had to be completed. Some of the ageing Escort fleet was pressed into service. The preparation of four brand-new and highly-tuned Twin Cams — FEV 5H, 6H, 7H and 8H — began for use in the Monte Carlo rally. These were the famous ‘ice-racers’, which still couldn’t keep up with rear-engined sports cars. A start was made on settling the specification, and building of four brandnew World Cup Escorts. Work on FEV 1H, FEV 2H, FEV 3H and FEV 4H all began, and another crazy year at Boreham began all over again. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
MOTORSPORT CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK SLIPPERY WHEN WET Belgians, Stouf and Erard take the third victory in a row on the slippery and Escortheavy Legend Boucles at Bastogne rally. Words and Photos Jeannot Boesen he 65th edition of what was initially called Boucles de Spa, and since 2006 as Legend Boucles à Bastogne, took place over the first weekend in February around the Belgian Province of Luxembourg. We were expecting a fiery rally and we weren’t disappointed! At the end of the first leg on Saturday, eight Escorts were in the top 10. On Sunday morning, Ghislain de Mévius and Johan Jalet (Escort RS1800) were in the lead when they set off on the five forestry stages but on stage 12 everything went wrong with their Escort which came to a halt following a broken axle! The best performer of the rally was local hero, Cédric Cherain with co-driver, T 112 Spring 2024 Damien Whiters. They missed the two first stages, because the car wasn’t ready, and started on stage three with 1200 penalty points. Yet after winning eight of the stages they climbed from 74th to 11th place. Incidents, twists and turns, choice performances — it was an explosive cocktail, and in the end Belgians, Stefaan Stouf and Joris Erard took a third overall victory in the winter classic, this time in a newly-built Mk2 Escort. They won by a margin of just eight points to add their names in the prize list for 2024. As for the battle for the lowest step on the overall podium, it went in favour of Jean-Pierre Vandewauver, co-driven by Valery Soret, who didn’t make any major mistakes, celebrating his 70th birthday in the best possible way! Positioned in the top three on Saturday evening, John Wartique and Vincent Duchesne (Escort RS1600) encountered more difficulties on Sunday, with a puncture to finish in sixth place overall, ahead of Emile Breittmayer (Escort RS1800) who never gave up in the company of Alexis Thomas, ensuring a good part of the show. The final top 10 also included Loïc Pirot and Jean-Baptiste Bodet (Mk2 RS2000), Bastien Rouard and Dimitri Debuisson (Mk1 RS2000), as well as Frenchmen Eric Mauffrey and Anne Brahy (Mk2 RS2000) — proof of the indisputable quality of the 2024 field! The Legend Boucles at Bastogne once again demonstrated that historic motor sport, especially with lots of blue ovals on the entry list, is synonymous with great spectacle and scenarios that are very difficult to write in advance! See you in 12 months’ time for the continuation of this wonderful adventure... CONTACT Legend Boucles at Bastogne https://lbb2024.racspa.be/home
Fred Caprasse was running in fifth position before he went off. Miguel de Frahan cocking a wheel in his flatfront RS2000. RS1800 in full powerslide! John Wartique finished sixth overall. Stouf and Erard won for the third time. Olivier Cartelle was in the top ten before mechanical failure pushed him back. Robert Millar in his Cortina GT. Spring 2024 113
MOTORSPORT CLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK Lucky for some: Thomas Breitmayer finished in 13th place. Belgian legend, Jean Pierrre Vandewauver finished third. Ghislain de Mevius was leading the event on Saturday evening. Cédric Cherain was the man of the rally with eight RT wins. 114 Spring 2024
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BUYING & RESTORING CLASSIC FORDS Dedicated to help you find your next project, rebuild it — and keep it on the road. 118 KNOW THIS: buying engines What to check on a classic or modern unit 124 CLASSIC FORDS RESTORED: Tickford Capri Fire-damaged Mk3 gets a second chance 130 TOP 10: insurance tips 132 BACK ISSUES Missed an issue? Find it here 134 BUYING GUIDE: Mk2 Lotus Cortina What to check, how much to pay 140 CLASSIC FORD CLASSIFIEDS Cars, parts and projects for sale HOW TO BUY USED RS FOUR-SPOKES Despite replica versions being available new, original RS four-spokes are still hugely popular on the secondhand market. The 5.5Jx13 was fitted to Mk1 RSs and features a flat face and flat seats for the wheelnuts. These are getting hard to find now and command a premium. The 6x13s are easier to find and feature a convex face. Don’t confuse them with the later, more common Capri Laser rims though. Genuine RS wheels have a flat seating on the nut and Laser alloys had a tapered seating. The edge around the spokes is also slightly thinner on the RS wheels, but without comparing the two this is not obvious. If you’re not sure, look at the date markings — a 1982-onwards stamp is usually a dead giveaway that it’s a Laser rim. THANKS TO: Dave Fisher, D&D Developments, 07772 740817 JARGON BUSTER 2WD 88k BVH BVR C/L E/W FSH INJ ONO LHD LSD NOS O/D Part-ex PAS S/S T&T VGC WHY? Two-wheel-drive 88,000 miles Big-valve head Black vinyl roof Central locking Electric windows Full service history Injection Or near offer Left-hand-drive Limited-slip diff New old stock Overdrive Part-exchange Power steering Stainless steel Taxed and tested Very good condition What have you? Looking for your next project? See page 140
Know this Buying engines Looking to buy a Ford powerplant to either rebuild or drop straight in to your next project? Read this first. ou can’t deny it, almost everyone buys a classic Ford with thoughts in their head about planning an engine swap to improve performance. The thought of a classic Ford with something big, bad and screaming under the bonnet is just way too tempting a idea not to do look into doing. Plus, in the majority of cases, it’s by far the quickest and cheapest route to getting Y 118 Spring 2024 bigger power figures to the rear wheels. The clincher though, is that there’s a serious wealth of available engines out there to choose from too. From the classic selection of units (Essex, Kents, Pintos) to the list of modern, electronic, start on the button every time motors (Zetecs, Duratecs), virtually everything is acceptable — even the occasional Vauxhall motor! There is a downside to all this choice though, and that’s that it can all become a little bit confusing. It throws up questions such as: what engine’s your best option? Where can you actually get an engine from? Is it best to buy a complete car or just the motor? And if so what other parts do you need to keep? It could put you off doing the job completely. Luckily you’ve got us to rely on, and as usual Classic Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
know this: buying engines Ford looks for the answers to all of your questions, and a whole lot more. Have a plan Before you rush out and buy the first engine you see, you need a plan. Do you merely want an updated version of a classic car (one that you can get in and drive without fuss), or will your engine swap be the base for the most awesome tarmac flyer that ever landed on the planet? Usually it’s in between these two, in which case you need to do your homework, learn everything you can about the intended engine and what you can do with it. Knowledge and preparation are everything! nothing wrong with that, most are very reputable, plus you don’t get quite so dirty. However, getting a guarantee on any engine you buy is essential. Most are short like 10 days so don’t leave the engine lying around before you put it in. Do the deed and try it or take a gamble. On the modern engines you also need to make sure you get everything you want — like the ECU and wiring. If it’s a classic type of engine you’re after, then the breakers/dismantlers aren’t actually such a good bet. Basically the engines themselves are too old and the possibility of serious problems with them is very high. Anything remotely classic means buying from a specialist. whatever you’re buying tends to be the other end of the country. Nevertheless it can be a very good source of engines and even more so for complete donor cars. Our advice would be to go and see whatever you’re buying first, although if you can’t do that and the ad says it’s a runner and in great nick make sure it is when you get there. If it’s not exactly as the seller described it as then we reckon you’re well within your rights to say you’ve changed your mind. Where to buy It’s all well and good knowing what engine you want for your car, but where do you look to actually buy it? Specialists The safest place to buy because if there’s a problem, it can be easily sorted. The majority of classic Ford second-hand parts specialists keep a selection of engines in stock, from classic to more modern, including Escort Tec, Rally & Competition Equipment and many others. They’ve also been known to buy up stocks of new-old stock crate engines too — Zetec specialists, Retro Ford offer Zetec, ST170 and Duratec crate engines from time to time. Breakers The decline of traditional breakers means you might have to put your faith in your local dismantlers — Online Let’s face it, the online the world revolves around eBay and Facebook Marketplace, and everyone knows what the score is there. But bargains are getting rare, plus Enthusiasts The other option is to make contact with other enthusiasts like you and us. That means searching relevant websites and groups, owners’ clubs, plus good old word of mouth. You’re more likely to buy a dismantled engine this way too. However, don’t be naïve and take the seller’s word that all’s fine — check everything! Identifying an engine Virtually every engine block will have some kind of identification on it. Zetecs have the capacity cast in — 1.8, 2.0. Pintos, especially late ones, have 205 for 2-litre, 165 for 1600, 185 for 1800 and so on. All of these are pretty obvious and easy to spot but earlier engines such as Crossflows aren’t quite so forthcoming. These have a string of cast in numbers at the back on the right-hand side and the one everyone wants starts with 711M. But it’s the number and letter combination after it that’s even more significant — 6015 BA. That numbers bit is the Ford part code meaning block, but the BA after it means 1600. However, if it had AA instead, it could well be either an 1100 or more likely, 1300 — and yes they did make a 1300 711M. Similarly, there are Escort Zetecs and Mondeo Zetecs: these aren’t the same either. Escort ones look like they have a lug missing on the bellhousing, which is where Ford made provision to house the starter on the opposite side to the Mondeo. Like we say, homework is essential. There’s a lot you need to know, especially about variations in fuel injection, if that’s the route you plan to use. Remember though, if you’re not sure you can always walk away, so go with your gut feeling. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Spring 2024 119
How to check an engine 1 2 Block: There are a few essential tools you need to invest in to make your engine buying life easier. Essential is a pair of vernier callipers, which you can use to measure bore size, depth, valve size and so on. They’re so cheap now it’s rude not to have a pair anyway! 5 With the head off, the first thing you need to examine is the bore. Stick your hand in and feel the top edges. Basically, you’re looking for ridges that indicate wear. Then feel and look for scoring, rust and damage. 6 If it’s out of the engine, check the crank for wear — again with the verniers — scoring on the journals and rust. It pays to know what the original journal size should be and if oversize bearings are available. Cam-wise, they’re often worn and very difficult to check without a dial gauge. You may see some wear but it’s not always easy to spot when the top’s been wiped off due to old lifters being matched with a new cam. Ideally you need to know standard bore size and how many rebores the block will take before it’s scrap. For example in the case of a small-block Ford V8, you’re really looking for standard bore blocks, which is 4.00 inches. These engines use thin-wall casting technology, which makes them nice and light. But the downside is they’ll only take around a +60 thou re-bore before the block’s history. 7 Next run your eye over the rod and piston assembly. You’re looking for modifications to the rods — polished sides, ground-off weights (indicating they’ve been balanced) and of course whether they’re complete. Rods with no caps can be viewed the same as cap-less blocks — they’ll need re-sizing. 9 Pistons can be a grey area and are often best replaced. If the pistons are meant to be forged, check they are — turn them over and look for a maker’s name/casting mark. Forged pistons are often much smoother inside than standard cast pistons — they have a more precise feel about them and are often a brighter colour — cast pistons are often dull grey. 10 Cylinder head: These are hard to completely check, especially if they’re aluminium, although there are lots of clues to potential problems. First thing to check is surface damage. Similar to pistons, you need to search for damage caused by detonation — this will show up as tiny craters as if someone’s been stabbing the surface with a pointed hammer. 120 3 Spring 2024 Alloy heads also typically suffer from warping due to overheating, although this is hard to spot without putting the head face on a flat and level surface. Even then it only needs to be a few thou out to cause sealing problems. Skimming a head isn’t dear (typically about £60) but too much skimming raises compression and can cause valve-to-piston problems. However, if you go pre-armed with data, you can measure the overall head depth and instantly know. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
know this: buying engines How do you know if an engine’s good? 4 Make sure that the block on the engine you’re looking at comes with its mains caps. If it doesn’t you can’t simply bolt on another set from a different engine. Swap caps and the block will need line boring since all mains caps are unique to its own engine — all are machined as one. 8 Classic engines are a different kettle of fish. Unless you’re buying a well-known engine from a car that’s already producing monster horsepower and storming the strip, view virtually everything as being rife for a rebuild. Also check the ring landing area — you’re looking for distortion and missing sections of piston. Particularly in turbo engines, this indicates too much boost or excessive nitrous use. The faces should be pit-free too — small dents and a general, sandy rough texture points to detonation, wrong timing settings or use of unleaded fuel and pinking. 11 There are further indications, too: this Pinto head has been skimmed greatly and if you know your stuff, you’ll look here at the amount of ‘land’ between the spark plug hole and the top of the chamber — there’s normally a lot of metal here. Common on Crossflow heads is cracking between the valves, which renders them useless. However, cracking on PreCrossflow heads isn’t too much of a drama. Buying any engine’s a gamble, which is why buying a complete car’s a good idea — you can hear it running, check the mileage, condition of oil and so on. What’s more you can do a compression test if the owner will let you. This one’s dead easy and involves taking out a spark plug, screwing in a compression gauge and turning the engine over. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd We’ve bought loads of older engines in the past and had to source other components later. That’s fine if you know these engines, but if it’s the small bits on a classic engine that cause grief. Mostly that’s down to thread differences: modern engines are often Metric whereas old engines can be Imperial. And not all Imperial is the same — UNC, UNF, BSW, BA and so on. Spring 2024 121
Buying a complete car More modern cars may not be the bargains they used to be but MoT failures are ideal for buying as donors. Plenty of people view cars as throwaway commodities now; it’s cheaper to buy a lowcost car than fix a banger — which is where you can clean up! Buying a complete car means you get the lot — loads of tiny bits you may well have discarded at the breakers and kicked yourself for later. What’s more, you get to hear the car run (if it does of course) and you could even drive it. Plus if you’ve got time and storage space then you needn’t be in a rush either. Take the parts off the donor you immediately need and go back for the rest as and when. We bought one Recently we had the idea of buying a complete Mondeo or Escort for its engine. The idea was to run the motor on its standard fuel-injection for use everyday. All we needed was a good 122 Spring 2024 1800, which would give a reliable 100 bhp. First off was obviously the engine, which we unbolted rather than chop out with an angle grinder. We also saved as many of the nuts and bolts as possible. We actually took the trouble of removing the gearbox — yes, it’s frontwheel drive but it’s a BC and therefore worth a couple of quid. It all helps to reduce the cost. Next was the wiring. It’s not difficult to start at the ECU and take everything that’s connected to it — again, unclip the harness rather than cut anything. We also kept everything that looked remotely like it was related in the loom — the wires to the rear of the car were chopped off, then we asked a mate who’s good with car electrics what we’d need of what’s left. He went through the lot ending up with the basic engine wiring loom. We retained the radiator, plus the coil pack and leads, although we didn’t need to retain the ignition switch — we knew this but it’s best to keep it if you’re not sure. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
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Words Mike Renaut Photos Adrian Brannan ASHTON MARTIN Classic Fords restored: Saving this Tickford Turbo Capri was complicated since many of its unique parts had been destroyed by an underdash fire. Now it’s back — and better than ever. 124 Spring 2024
classic fords restored: tickford turbo O ur classic Fords can suffer in any number of ways, from neglect that results in rust and rotting, to crashes that bend and destroy parts. But the most destructive force to any old car is a fire. With so much being combustible a blaze can wreak utter havoc in seconds. That was the fate of this rare 1984 Tickford Turbo Capri. The man who saved it with extensive restoration work will be a familiar one to regular readers; Sean Horsey from 1st Choice Car and Body Repairs. “In 2021 this Tickford Capri was being driven through Portsmouth when it caught fire,” explains Sean. “Apparently it was well ablaze within moments. Fortunately the entire car wasn’t destroyed, but the Capri was heavily burnt at the front with extreme damage to the electrics under the dashboard.” “The owner did not proceed with the repairs since it was more work than he wanted to take on, so I bought the car through Copart where it had ended up as an uninsured loss. There then followed a two-year plus restoration.” Had the Capri not been such a rare example it’s unlikely Sean would have put in such extensive time and effort. “The whole front end was completely gone, the interior was badly smoke-damaged and the dashboard had melted. There was various damage from what the fire brigade had to do to stop the flames spreading because, understandably, of course their priority isn’t to avoid damaging rare old parts…” But there were some good aspects too. “This was a genuine and well-known Tickford with just 42,000 original miles. It had a full documented history and over the course of the restoration every one of the car’s previous owners has been in touch helping with parts or simply asking after it.” Another plus point was the Capri had been in great Spring 2024 125
All-important wood inserts had to be made from scratch. condition before the fire. “The body was very good so no welding was required. We had to go to the Tickford community to plead and ask for help sourcing so many rare parts. Then some of the parts we purchased were not correct and we had to find others that were. “We called upon specific Aston Martin Capri gurus to help in our task and The Tickford Owners’ Club has been a fountain of knowledge and help, as has the Tickford Capri group on Facebook. Speaking with the previous owners also proved extremely useful. In the end the bulk of the car was saved from the doors backwards. But the first part of the restoration was to strip it all down and assess what we had…” Burnt offerings Rob Sealey, senior painter and fabricator at 1st Choice, worked extensively on the Tickford. “The car arrived with the front 126 Spring 2024 “WE HAD TO GO TO THE TICKFORD COMMUNITY TO ASK FOR HELP SOURCING THE MANY RARE PARTS” end burnt out and not looking good at all,” remembers Rob. “We took the engine out but little was salvageable as it was too burnt. I then stripped out the complete interior, carpets, dashboard and found the cause of fire was the seized heater blower which had completely taken all of the wiring loom and the auxiliaries behind the dashboard.” “We then decided to get the front sandblasted, not only to remove every inch of paint but also any contaminates from the fire. To be fair the metalwork was in good shape with no rust holes, but the bonnet was too far gone to ever salvage. However, the driver’s side front wing with just a few hours of panel-beating was returned to shape — which was great as we could preserve the original spotwelds and keep the panel gaps to just as it left the factory. “I then consulted Sean regarding tracking down the other parts we needed. He put many posts out over forums and used his years of contacts to acquire various bits such as the Tickford-only fibreglass front bumper, grille and particularly the wiring loom. In the end the only two things we couldn’t acquire were the Tickford part of the wiring loom and a correct Tickford bonnet, so we decided to fabricate those. I converted a standard 2.8i bonnet into the Tickford Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
classic fords restored: tickford turbo a RESTO LOG Taking on this Tickford would be a big job for 1st Choice — how big they only realised later... The fire had destroyed much of the front end, taking out the dash and all the unique wiring, too. Despite the damage, much of the panelwork could be save, including the original wings. The interior is now back in fine fettle — and looking incredible. By this point, many hours had gone into saving the Capri, but they were determined to see it through. The blown Cologne needed a complete stripdown and rebuild, carried out by 1st Choice’s mechanics. Finally, the Tickford started to take shape, with many of the rare parts found, refreshed and fitted. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Spring 2024 127
“WE PROBABLY WENT TOO FAR — THIS CAR HAS HAD THOUSANDS OF HOURS POURED INTO IT” Underside is now as good as on top. Sean (below) and his team have done an amazing job of bringing this car back from the dead. style, cutting away and creating complete new edging then welding it in and smoothing it to finish, using the old bonnet for reference.” The loom was pulled apart and rewired to precisely replicate the original, Sean mentions that The Vintage Wireman was responsible for much of the electrical work, while Capri guru, Thomas Lilley sorted out the ECU. “I fitted the bonnet to insure all gaps were correct,” remembers Rob, “then applied white undercoat and let it sit for a week before prepping it and applying the PPG Diamond white base paint and lacquer.” The underside of the Capri was also painted and is just as shiny as the top, of course everything underneath that needed replacing was also rebuilt. “The black body mouldings were also impossible to find so generic aftermarket 128 Spring 2024 parts were reshaped and cut to size,” says Sean. “It’s accurate to say my team has made them bespoke. And that has tended to be the main part of the car that Tickford owners have asked about. A replacement dash was sourced to replace the melted original, while the dials were replaced using the best examples we could find then altering them to match the originals. We made a complete set of new wood inserts which were finished by Ogee Restoration — a local furniture polisher. All carpets were replaced, too.” By the books Rob continues, “Then we refitted the interior and undertook all the testing to make sure the electric windows worked correctly, as did the central locking and all Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
classic fords restored: tickford turbo Engine needed a total rebuild. Much of the underbonnet metalwork could thankfully be saved. TECH SPEC MK1 FIESTA XR2 the other electrical parts. I then passed the car over to our mechanics who completely rebuilt the engine with all new internals, following Tickford information sheets and data to ensure the correct parts fitted.” The final touch was the wheels, which were swapped for the correct factory style which have been fully refurbed by Platinum Alloys. “The car now drives fantastically,” says Sean. “As expert as we are around classic Fords, with such a specialist car as this we were still learning on the job for some aspects. If I’m honest we went vastly too far. This Tickford has had thousands of hours poured into it.” Much as he’d like to, Sean can’t keep all the cars he’s restoring so, if you’re quick, you might even get the chance to own this Tickford. The car will be in the Classic Car Auctions sale on March 23 at the NEC Birmingham. “On reflection it is a job that we should have never taken on,” admits Sean. “The work that has gone into the car has cost twice what it’s worth. I know I’ve spent over £60,000 bringing it back from the dead and that’s not including the £14,000 I initially paid to buy it. What seemed like a good idea at the outset of the restoration has, alas, not made much financial sense. Although restorations rarely do, for us it’s all about saving the car. But I’ve no regrets, the Tickford Capri is an iconic vehicle.” LUXURY AND POWER THE TICKFORD TURBO The idea of a high-performance luxury Capri was born from a suggestion to Ford by Autocar journalist, John Miles. Having turned his own 3-litre into a heavilymodified 3.2 with uprated suspension Miles liked the idea of a turbo’d Capri that could be produced for many years to come. Tickford (a coachbuilder owned by Aston Martin) were contracted to hand build these tailor-made supercar Capris out of the regular 2.8i model. Inside you got optional leather seats and wool headlining, a boost gauge and ash wood veneer inserts. On the outside was an exclusive bodykit including boot spoiler, while that distinctive blanked off grille was the result of wind tunnel testing; the opening under the ‘bumper’ forcing air through an electric fan into the radiator. The majority of Tickfords were finished in white, black or red since these tended to be the colours of the cars being supplied by Ford, but any colour could be chosen for an extra cost of around £3000. Ford intended to produce 250 examples, but the £15,000-plus price kept production lower. It’s thought just 86 were built. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd Engine: 2793cc V6, fuel injection, IHI turbo with Garrett intercooler, ECU ignition, upgraded radiator with electric fan Transmission: five-speed Type-9 Brakes: discs all round Wheels and tyres: 15-inch alloys, 205/50R15 tyres Suspension: Bilstein dampers, ZF limited slip diff, extra A-frame mounting on rear Power: 205 bhp @5000 rpm Torque: 260 lb.ft @ 5000 rpm 0-60: 6.7 seconds Top speed: 137 mph RESTO CONTACTS SPECIALIST HELP 1st Choice Car and Body Repairs 01367 700500, www.1stchoicebodyworks.net Capri Club www.capriclub.co.uk Ogee Restoration www.ogeerestorationsoxford.co.uk Platinum Alloys https://platinumalloys.com Tickford Owners Club www.tickfordownersclub.com Tickover www.tickover.co.uk The Vintage Wireman https://vintagewireman.co.uk Spring 2024 129
Top 10 INSURANCE TIPS There are lots of ways you can keep insurance premiums down. Here are 10 tips on how you can do it effectively and still come away with the right policy for you and your classic Ford. 1. Don’t just renew It’s all too easy to let the direct debit continue and sign up for another year with your existing insurer. Before you do though, have a look at quotes from other insurers. If they come in cheaper and you don’t want to switch, call your existing insurer, quote the cheaper prices and quite often they will be able to bring your renewal quote down to a similar level. 2. Look at classic insurance They’re often tied into Agreed Value, limited-mileage polices but classic insurance specialists can offer some great-value policies. Most class a vehicle eligible for classic insurance as being over 20 or 25 years old, but some allow exceptions for modern classics, so do your research before you dismiss a classic insurance policy out of hand if you own a newer Ford. 3. Know the market Don’t assume the same people who sort out your house insurance will always understand the exclusiveness of your Puma Racing. Do your research and make sure that they know your Ford isn’t just any old car. 130 Spring 2024 4. Disclose all modifications Even minor modifications such as an aftermarket air filter should be disclosed, or the insurance company could refuse to pay out if the unthinkable happens. It’s worth noting that not all modifications will necessarily increase your insurance premium. 5. Get Agreed Value Where possible, go for a policy from a company that will give you an agreed valuation, so your Ford is insured for what it’s actually worth. 6. Join a club Many insurance companies offer cheaper schemes and policies through affiliated car clubs, because they recognise that club members are enthusiasts who care about their cars. 7. Limit the number of drivers Try to limit the amount of drivers covered on your insurance policy - if it’s your car, then the insurance company will understand that you are going to drive it with the knowledge that you’ve paid for it. 8. Do less miles There is the temptation to drive your cherished Ford everywhere, but picking the right moments can lead to saving money on insurance. A reduction in mileage means there’s less risk involved and insurance companies will pick up on that fact. Always be honest with your yearly mileage, as you don’t want to run the risk of it affecting a claim. 9. Invest in security Immobilisers, GPS trackers, steering locks or anything that will stop those light-fingered scumbags having away with your Ford is worth doing, and quite often will be a requirement for an insurance policy. They may even ask what type of locks are fitted to your garage doors. 10. Don’t over-value your car Overvaluing a classic Ford when applying for an insurance quote could lead to an increase on the premium price. Most cherished Fords tend to hold their value, but you should be cautious in how you rate one. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
COMPLETE YOUR CLASSIC FORD COLLECTION SHOW 7 CAR TRICKS CAPRI RS3100 RACE-READY RS500 IN-DEPTH GUIDE INCREDIBLE SIERRA 2024 EVENTS GUIDE 29 REVEALED BUY A CAPRI GHIA 16-VALVE CORTINA EXPERT GUIDE SORTED MK1 SCREAMER BUY A CAPRI! 100% SSIC ICONIC ESCORT MK3 LASER GUIDE FORDS EX-WORKS RS1600 CLA CLASS OF 2024 4 fresh Fords to watch out for this summer PLUS: ORION MK2 PROJECT COLLECTING BROCHURES BROADSPEED ESCORTS BULLETPROOF GRANADA RESTORE IT: THE REVEALED! things to do with your classic Ford in 2024! 24 COSWORTH MK1 ESCORT! PLUS: ESCORT ESTATE FIESTA GHIA DRAG-SPEC SIERRA RECORD ATTEMPT CORSAIR BUILD IT: SAVE IT: MEGA PINTO REFURBISHING CAM TEST ALLOY WHEELS DURATEC ESCORT MK2 VAN BUILD A-PANEL AND RATCHET SILL REPAIRS SPANNERS Which gives the best power and driveability? Reader’s new project for the show, road and track! Step-by-step guide to sorting this rot-spot TUNE IT: OF CARYEA R March 2024 and The biggest g best-sellin Ford mag! Step-by-step guide to getting your four-spokes looking factory fresh CORSAIR 2000E SIERRA XR6 BUYING TIPS GROUP 1 RACER UPGRADE IT: 132 PAGES! February 2024 Packed with the UK’s finest Fords 4 PRINTED IN THE UK £5.99 rs show you how! reade d Plus your secret tips and tricks reveale SAVE IT: IMPROVE IT: UPGRADE IT: IMPROVE IT: SYNTHETIC FUEL FAB FIESTA SORT YOUR FOR CLASSICS PROJECT CAR SPEEDO DRIVE TUNING ON A BUDGET How does it work, and will it help make a big difference? RARE MK1 CAPRI CLASSIC TUNING 1600 BASE REBUILT IN FEBRUARY 2024 BUILT NOT BOUGHT Which are the best buys? Get more BHP from your We test and rate 11 sets motor for less cash! ASE BUY A ZODIAC! XM GIFT GUID SIDE EXPERT MK2 TIPS See page 23 FEBRUARY 2024 £5.99 £5.99 PRINTED IN THE UK PRINTED IN THE UK April 2024 APRIL 2024 MARCH 2024 132 PAGES! Packed with the UK’s finest Fords MARCH 2024 APRIL 2024 Starts page SPECIAL! Reader’s ST170-swapped Mk2 street sleeper build How to get an accurate speedo whatever the spec SCORPIO COSWORTH HOT FIESTA IN-DEPTH GUIDE TUNED MK1 SIMPLY THE BEST The best cars (and vans), rebuilds, projects, gear and more of the year! PLUS: POP 100E PROJECT CORTINA 1600E BEGINNER’S GUIDE TO COLLECTING MODELS ESCORT RALLY SPECIAL PRINTED IN THE UK £5.99 U4NVEILED! break cover the Classic Ford Show incredible builds from PLUS: SAPPHIRE RS COSWORTH FAST ROAD MK1 ESCORT CLASSIC FORD OF THE YEAR CIRCUIT SIERRA BUILD DECEMBER 2023 PRINTED IN THE UK £5.99 148 PAGES! BUMPER ISSUE! ULTIMATE ENGINE TUNING November 2023 MK1 MAGIC 16-valve road Escort pays homage to ’60s racers SPECIAL VOTE FOR YOUR CLASSIC FORD OF THE YEAR! See PERFORMANCE RECIPES FOR: ■ ■ ■ page 22 CROSSFLOW PINTO ■ ESSEX V6 ZETEC & MORE! PLUS! CARBS OR THROTTLE BODIES? COMPLETE GUIDES INSIDE NOVEMBER 2023 TUNE IT: MAINTAIN IT: UPGRADE IT: UPGRADE IT: HEAD OR CARBS? GREASE GUNS ON TEST UNDERSTANDING CAMSHAFTS SPLIT WEBERS QUICK AND EASY K-JETRONIC ON TEST ESCORT PROJECT KNOW-HOW FUEL SYSTEM CORTINA GXL UPGRADE GUIDE RESTORED REAR WING REPAIRS Which to upgrade next? We find out! Five of the best put through their paces and rated by our experts Know your overlap from your ramp angles Does this classic roadrally trick still stack up? How to spec yours to run highpressure fuel-injection set-ups Replace those lower corners the easy way CAPRI MK2 100% SSIC exactly the way you want it! RESTORED FIESTA XR2i COSWORTH MK1 ESCORT PLUS: WEST LONDON CLASSIC FORDS TOOL GUIDE GROUP A SIERRA MK1 FIESTA TURBO UPGRADE IT: SORTED CAPRI 3.0S BUILD IT: BUY IT: PRINTED IN THE UK OCTOBER 2023 PROJECTS £5.99 See page 22 RESTO ESCORT COSWORTH MODL! EXPERT GUIDE CIA HI-RISE TRANSIT! £6.99 RESTORE IT: CONSUL RARITY 1970s SURVIVOR SPE 132 PAGES! September 2023 Packed with the UK’s finest Fords ZETEC SPECIAL Why Ford’s 1990s 16-valdver is still your most-wante engine swap! PLUS: MK1 CORTINA RALLY MEXICO SERVICE BARGES SIERRA PROJECT UPGRADE IT: FIX IT: ATLAS AXLE ST170’D POP KNOW-HOW 100E PROJECT PIPE FLARING TOOLS ON TEST LIMITED SLIP DIFFS DIY WHEEL POPULAR 100E BEARINGS BUYING GUIDE In-depth tech on Ford’s heavy-duty rear end Six DIY brake pipe flaring kits put through their paces and rated Your in-depth guide to the diff’rent types Sort rumbling front bearings the easy way Reader’s cracking 16-valve B-road blaster takes shape REBUILD IT: One reader’s mission to save the fully-loaded Mk3 BUY IT: Expert tips on picking up the pint-sized ’50s Ford for less 132 PAGES! August 2023 Packed with the UK’s finest Fords RESTOMOD RS2000 RESTOMOD POWER! Essential engine guide See p44 Classic looks, modernthe performance: is this perfect Mk1 road car? £5.99 REAR-WHEEL-DRIVE ESCORT XR3i SEPTEMBER 2023 October 2023 FORD FAIR MASSIVE PHOTOFEST! Make your next build turn out VAN WILDER RESTO RARITY FORDS CLA 1970s SURVIVOR IMPROVE IT: Diagnose and fix problems easily and cheaply! PRINTED IN THE UK TOP TAUNUS SPE SORT IT: We put together a sorted Mk2 four-door in time for Ford Fair! PRINTED IN THE UK AUGUST 2023 BUY A TRANSIT! RS CACIA EXPERT GUIDE INSIDE L! BUILD IT: AUGUST 2023 PROJECT OCTOBER 2023 December 2023 SEPTEMBER 2023 PRINTED IN THE UK £5.99 JANUARY 2024 CLASSIC FORD SHOW 2024 date confirmed! See page 12 NOVEMBER 2023 January 2024 AWARDS SPECIAL DECEMBER 2023 JANUARY 2024 www.classicsworld.co.uk PLUS: SIERRA P100 FIESTA FLY COLOGNE CAPRIS THAMES 300E SAVE IT: REPAIR IT: IMPROVE IT: BEGINNER’S REBUILD YOUR TOP MOUNT RESTO GUIDE STARTER MOTOR UPGRADES Expert tips to make your first rebuild stress-free Order online at https://shop.kelsey.co.uk/cfdissue (or scan the QR code to your right), or call (UK) 01959 543747 (Overseas) +44 1959 543747 Step-by-step guide to getting yours back into rude health Install offset top mounts to improve your handling
BUYER’S GUIDE LOTUS CORTINA MK2 The Mk2 took all the best bits of the original, now-iconic Lotus Cortina and put them in a more refined,less fragile package. Here’s what you need to know if you’ve got your heart set on one. Words Christian Tilbury Photos Magic Car Pics 134 Spring 2024
I t wasn’t until six months after the demise of the Mk1 Lotus Cortina that the Mk2 version appeared, but on its February 1967 launch it was obvious that the new generation model was worth the wait. Granted, the Mk2 wasn’t as specialised as its predecessor, being devoid of the earlier Mk1’s aluminium panels, lightweight transmission casing and trick rear axle set-up, but what it lacked in exclusivity it more than made up for in terms of reliability and usability. Ford had already fettled the last of the Mk1s to be more durable and it went even further with the Mk2, bringing production in-house at its Dagenham manufacturing facility in order to significantly boost build quality. Much of the Lotus Cortina’s newfound robustness and user-friendly nature was down to it being based on the lesser, more normal GT, but there was nothing run-of-the-mill about its performance. As standard, it came with the more powerful, formerly optional Special Equipment engine, which for the Mk2 introduced such improvements as a thicker block, square main caps, improved oil seals and oil returns, and 123E rods. Producing 109 bhp, it propelled the Cortina to nearly 110 mph. Better still, it fused its impressive pace with enhanced driveability, the Mk1’s final drive being ousted in favour of a taller 3.77:1 version that helped high speed cruising. The GT influence also extended to the interior, with only the additional instrumentation and steering wheel being the obvious differences. Exterior-wise, the Ford production line allowed a greater choice of colours, and while Ermine White was still available, the iconic green speed stripe was to special order only and applied by the supplying dealer. The only other visible giveaways to the car’s performance were a couple of Lotus badges on the rear quarters, black grille and wide 5.5x13 inch steels. Over 4000 were sold – split between pre-1968 Series 1 cars and Series 2s made up until 1970 – before the Mk2 made way for the Escort Twin Cam, making it even more popular than the Mk1. Truth be told, hardcore enthusiasts still consider the Mk1 version to be the best, but the Mk2 Lotus Cortina also has a huge amount going for it. It might be a follow-up to a much lauded original, but it’s certainly much more than second-best. “FORD BROUGHT PRODUCTION IN-HOUSE AT ITS DAGENHAM PLANT TO SIGNIFICANTLY BOOST BUILD QUALITY” Spring 2024 135
INTERIOR BODY The original vinyl splits with age, but quality remanufactured front and rear seat covers are available. Collapsed bases are common too, but Aldridge does list a foam replacement for Series 2 cars at circa £60. The headlining, ELECTRICS Many Series 1 cars will have been upgraded with the Series 2’s fused electrics to ensure better reliability and safety, but the wiring on any Mk2 Cortina Lotus needs careful inspection. Complete new looms are available for circa £400, but they usually require customers to supply the factory bulkhead connecting plugs to be made. Gauges tend to give few issues and should the dynamo or front headlamps be faulty, both are available new. Numberplate light commonly breaks and isn’t that cheap to replace. carpet set, doorcards, kick panels and more can also be replaced with remanufactured items, but be aware that rectifying a cracked dash crash pad usually means having it recovered rather than replaced. Bulkhead and A-post condition is vital as righting rust in these areas is difficult and expensive. Other structural areas to check are the strut tops, sills, spare wheel well and opposite void, boot floor (especially near the battery), floorpan and the jacking points. More visible corrosion is likely in the rear arches, front edge of the bonnet, front wings and both front and rear valances. Reproduction panels and repair sections are plentiful but quality items don’t come cheap – reckon on about £1200 for a wing and £300 for the unique battery tray. Reproduction bumper kits are available, but replacing the rest of the chrome is hard and re-chroming the grille and headlight bezels can be expensive. Other than a bit of hidden strengthening (the Clubs listed will tell you where and help to authenticate any car), the shell’s much the same as any Mk2, so look for a couple of signs to help identify it as the genuine article, such as the boot-mounted battery and the V5 showing ‘Ford Cortina MkII Lotus’. TRANSMISSION Series 1 cars have the 2000E gearbox and Series 2 models are fitted with the Type 3, which was a single-rail version of the 2000E transmission. The gearlever of the Type 3 can come adrift, but neither ‘box has any notable weaknesses, the likes of noisy, collapsed bearings and failing synchromesh simply being down to age-related wear. Parts are available to rebuild either four-speeder. 136 Spring 2024 SUSPENSION Suspension can get saggy but all components, other than the front springs, are available new or can be overhauled. Likewise, the steering box can be rebuilt if there’s too much play or any tight spots. Vague steering response can also be attributed to premature wear in the ends of the inner track rod arms. Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd
buyer’s guide: lotus cortina “THE ICONIC GREEN STRIPE WAS SPECIAL ORDER ONLY AND APPLIED BY THE SUPPLYING DEALERSHIP” BRAKES Inactivity causes most issues, but the good news is that parts availability is better than it was a few years ago. Together with new discs and pads, several suppliers do now list the previously hard-to-find rear drums and wheel cylinders, while the callipers can be overhauled with rebuild kits. Poor rear brakes can also be a result of the rear adjuster cogs failing, which in turn means that the auto adjust doesn’t work. Girling servo differs between the Series 1 and Series 2, the earlier car having the type MkIIA and the Series 2 the MkIIB item that has a band round the vacuum drum. Either can be troublesome if cars have been standing and it’s also vital that the vacuum pipe is correct as one of the wrong material can collapse. ENGINE Look for the L on the side of the block to confirm it’s the correct, thicker Lotus item that features in the Mk2. It’s tougher than that of the Mk1, but the Mk2’s engine isn’t immune to the effects of age or hard use, so look for signs of wear, such as blue smoke, heavy breathing, a rumbling bottom end and low oil pressure – as a rule about 40 psi at 3000 rpm is healthy. A worn engine can be very expensive to rebuild and replacement blocks are hard to find, although brand new blocks have previously been available at circa Subscribe: 01959 543747, https://shop.kelsey.co.uk/cfd £3000. As well as any knocking, listen for a rattling timing chain and a noisy water pump, the latter being especially prone to failure. Replacing a standard pump requires the head and sump to be removed, but some cars will be running aftermarket conversions where the pump bolts into the front cover instead of having a press fitting. Out of tune or worn Weber carburettors are often the cause of running issues or poor performance, while replacing a missing airbox can cost as much as £1000. Spring 2024 137
ONE TO BUY Price: £22,900 On sale at: www.racecarsdirect.com For: Could be a cheap entry to ownership Against: Would cost a lot to return to original, needs to be authenticated This Mk2 has been raced in Scandinavia for several years and is for sale in Denmark. It has a UK logbook that says ‘Lotus Cortina Mk2’, with the registration number denoting it as a white, March 1967-registered car. Said to be ‘100% ready to race’, the Cortina features a full-race 160 bhp engine with dry sump, five-speed straightcut gearbox and a Quaife LSD. The body is described as very solid and in good condition. It comes with national FIA and homologation papers, rolling road printout and a spare 2000E gearbox, and there’s also correspondence from Ford confirming the original build date. TECH SPEC Body Two-door saloon, pressed steel monocoque Engine 1558cc, four cylinders, in line, twin chain-driven camshafts, cast aluminium cylinder head, cast iron block, bucket tappets, twin dual-choke Weber 40 DCOE carburettors. Power: 109 bhp @ 6000 rpm, 106 lb. ft @ 4500 rpm Gearbox Four-speed manual, all-synchromesh “OVER 400 WERE SOLD BEFORE THE MK2 MADE WAY FOR THE ESCORT TWIN CAM” NEED TO KNOW Clubs & Forums BuySellCortina www.buysellcortina.co.uk Ford Cortina Mk2 & 1600E Owners’ Club 01268 413171 https://mk2cortina-1600e. co.uk Ford Cortina Mk2 Owners’ Club 07835 936073 www.fordcortinamk2oc.co.uk Lotus Cortina Register www.lotuscortina.net Specialists Burton Power 020 8518 9127 www.burtonpower.com 138 Spring 2024 Cortina Parts 01406 351526 www.cortinaparts.co.uk Ex-Pressed Steel Panels 01535 632721 www.steelpanels.co.uk Kelvedon Lotus 01775 725457 www.kelvedonlotus.co.uk Magnum Classic Ford Panels 01706 359666 www.magnumclassic fordpanels.co.uk MotoMobil +49 8106 9967760 www.motomobil.com Old Ford Auto Services Ltd 01344 422731 www.oldfordautos.co.uk Stage 1 Motorsport 01736 754381 https://stage1.org.uk Team Deville 01775 711082 https://teamdeville.co.uk VALUES £30,000-£40,000 Roadworthy cars £40,000-£50,000 Good examples £50,000-£60,000+ Excellent Mk2s Suspension Front: independent by coil springs, MacPherson struts, anti-roll bar and telescopic dampers. Rear: beam axle with half-elliptic leaf springs, radius arms, telescopic dampers Steering Burman recirculating ball, 4.3 turns lock-to-lock Brakes Hydraulic with vacuum servo assistance. Front: 244 mm discs. Rear: 229 mm drums Wheels and tyres 5.5x13 steel disc wheels, 165/13 radial ply tyres Performance Max speed: 108 mph 0-60 mph: 10.4 seconds Price when launched £1068 NEXT ISSUE CAPR I JPS
FOR OVER 35 YEARS SPECIALIST CLASSIC FORD INSURANCE WITH YOU IN MIND 01480 400897 TO ADVERTISE VISIT WWW.MOTORFREEADS.CO.UK CURRENT LISTINGS FORD CAPRI 1986, 50600 miles, POA. 2.8 Injection Dealer Special. One owner from new. More pictures on our Auction catalogue. Starting at 12:00pm on Wednesday 17th April 2024. Bidding ends for the first lots from 12:00pm on Thursday 18th April 2024. To bid online please create an account on our Online bidding page. Please call 01233506266, South East. (T) 122128 FORD FOCUS ST3 FORD CONSUL CLASSIC 2015, 86000 miles, £10,500. In gorgeous stealth grey, 2 litre diesel, HPI clear cambelt water pump changed recently brand new battery got receipts, Bluetooth AUX phone voice activation cruise control climate control, parking sensors alarmed body work is immaculate on it, MOT Aug 2024 passed with no advisories. Please call 07922321822, North West. 1962, 49000 miles, £7,900. -1430cc. 4 door. Paint work is original with age related patina. Since I purchased it both lower wings have been repaired. MOT until July 24. Good runner. Was featured in Classic Ford Magazine 2019. Please call 07482751978, East Midlands. 120866 122124 FORD GRANADA FORD ZEPHYR FORD ESCORT 1956, 72000 miles, £17,500. Ford zephyr six registered 1/1/1956 mk1. Original condition never needed welding. Spent most of its life in Australia, drives superb had loads of new parts but still original, starts and drives superb. Turns many heads, Whitewall tyres and many Americanisms. Recent cd player with amp and 4 new speakers so 60’s music can be played. Please call 07970643572, West Midlands. 120775 1998, 98000 miles, £1,900. Top of the range Ghia estate. Diamond white. Excellent condition throughout, sunshine roof, new sills recently fitted, good tyres. Practical, reliable and stylish. Please call 07710788314, East of England. 1985, POA. 1600 CC. Lots of glass including front windscreen matrex. Rear metal bumper bar. Rear lights. Lots of other items inc front grill. Please call 07810 023793, West Midlands. 1990, 175217 miles, POA. Scorpio 2.9 Auto. One local lady driver from new, her company car then purchased by her on her retirement in 1993. Last on the road in 2009 the car has been dry stored since and will be sold with no reserve. Starting at 12:00pm on Wednesday 17th April 2024. Bidding ends for the first lots from 12:00pm on Thursday 18th April 2024. To bid online please create an account on our online bidding page. Please call 01233506266, South East. (T) 121223 122131 120780 FORD CAPRI FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS! OR FIND YOUR NEXT!
CLASSIC CAR INSURANCE EXPERTS SPECIALIST CLASSIC FORD INSURANCE WITH YOU IN MIND 01480 400897 FORD SIERRA 1989, 39000 miles, POA. 1.8 L. All original. Exceptional condition, private reg number, dry stored. MOT until April 24. 5 speed, original radio/ cassette, central locking, sunroof, mudflaps. Please call 07710814161, South East. FORD GT 2006, 5300 miles, £449,995. This is a completely original, immaculate First Generation Ford GT. The car features options to include the lightweight aluminium BBS alloy wheels, Monotone paint application with clearcoat metallic, painted red brake calipers, painted racing stripes and the McIntosh audio system. The GT is in original, immaculate showroom condition with perfect bodywork, paintwork and trim. Please call 01944 758000, Yorkshire and the Humber. (T) FORD FOCUS £1,195. “Auto” 1.6 petrol x-reg 2001, MOT 12th February 25, no accidents, winter antifreezed minus 15 degrees, elec windows, radio cd, 2 previous owners, very reliable, can deliver, 152k. Please call 07927 069352, South East. 122316 121211 120904 FORD ESCORT FORD CORTINA FORD FOCUS 1969, £2250. Cortina Mk2 1600E in need of restoration, many new and old parts, poor health forces sale, all parts to finish car available. Please call 07564484399, South West. 120054 FORD SIERRA RS COSWORTH 2020, 7000 miles, £22,000. Hatchback. FSH, 1 owner from new, less than a year old. Body work interior as good as new. Less than a year old Ford Focus New Shape. LED lights front and rear, B and O sound system, full leather interior, heated front seats, heated steering wheel. Please call 07762412080, East of England. 1980, 65900 miles, £11,750. For sale is my stunning 1980 Ford Escort 1.3L, finished in its original colour of unblemished Strato Metallic Silver with original 1300 high compression crossflow engine. Please call +447377086489, East Midlands. 122226 118644 FORD KA FORD FIESTA 1961, 54000 miles, £7,500. 997cc saloon blue with cream roof, interior clean no splits or stains. Good solid original car, not been messed with. Used for days out and shows. Has been fully wax oiled on the chassis. Genuine reason for sale. Please call 07814785836, South East. 2006, 52585 miles, £1,800. Here is my Ford sportka in metallic black, has 12 months m.o.t and full service history, 16” alloy wheels with good tyres full se spec which includes front heated screen air conditioning full black and infra red leather interior which is rare for this model, CD player, electric windows and heated and electric mirrors new discs. Please call 07565018184, Yorkshire and the Humber. 2006, £1,195. 1242cc petrol 16 valve “style”, silver, 2006-56 plate, 5-speed manual, MOT 27th July, no accidents, cambelt kit £374 at 96,900, 128000 now. Could deliver. Please call 07927 069352, South East. 120751 119234 122105 1989, 27600 miles, £39,995. Comes with an impressive spec to include full leather upholstery, air-conditioning and sunroof and the car comes with a comprehensive history file. Comes with an original handbook. It was MOT tested at 22410 in the UK. Please call 01944 758000, Yorkshire and the Humber. (T) 121204 FORD ANGLIA TO ADVERTISE VISIT: OR EMAIL: WWW.MOTORFREEADS.CO.UK CARS@KELSEYCLASSIFIEDS.CO.UK
CLUB MEMBER DISCOUNTS SPECIALIST CLASSIC FORD INSURANCE WITH YOU IN MIND 01480 400897 FORD FIESTA FORD MUSTANG 2016, 69117 miles, £5,995. Ford Fiesta Van 1.5TDCI Euro 6 Engine, 5 speed gearbox. 1 owner from new with Full Service History, mot’d until June 2024. Equipment includes Central Locking. Please call 01543468885, West Midlands. (T) 1994, 66115 miles, £4,250. The Mustang is the 3.0 V6 30th anniversary edition and drives beautifully. Extremely reliable and smooth. A real head turner. New tyres. MOT - May 2024. The bodywork is in beautiful condition. Fully working electrical roof. Good looking spoiler kit fitted. The interior is in lovely condition. Please call 07956581823, Greater London. 120367 121480 FORD FIESTA FORD FIESTA FORD ORION 1987, 15000 miles, £4,500. Ford Orion 1.6 GL. Fabulous, low mileage example with just 15,000 miles. While there is no formal service history, there is plenty of documentation, MoT history and the overall condition would suggest the mileage is genuine. Galaxy Blue paint needs some detailing, the front wings probably need some work in the future, and there’s a small imperfection in the offside rear wing. Otherwise, it’s a straight example, so rare now. Interior is spotless complete with original tape/cassette player. Please call 07931 173638, South East. 120443 FORD GALAXIE 2000, £500. 1300 CC. Finesse 3 door hatchback. 2nd owner from new. 20+ years myself. Fitted sun roof. Used only as a second car. MOT 10.1.24. Please call 01270 665714, West Midlands. 1995, £1,000. MK3 facelift has electric windows 1.3 lxi version s door central locking, have most MOT’s from new, have owned since 26K, never been welded, MOT expired March 2023, have new front bumper in wrapper. In ULEZ zone. Please call 07459608118, Greater London. 121029 122262 121514 BEWARE SCAMMERS! 1963, £26,500. 500XL 2 DR 390 CI engine, 4 speed manual g/box, all original, red/red int, alloy wheels. Please call 07860 379440, East of England. FORD CORTINA MK2 1600 GT We value your advertising and want to remind you be aware of scammers. Scammers are clever and can often seem genuine so please remember : • Kelsey will never contact you to upsell your free advert to a paid for one. • Do not share any financial or personal information with people you do not know. • Kelsey are not responsible for any transactions between seller and buyer. • You can report scam calls to us via email at cars@kelseyclassifieds.co.uk 1970, £21,000. J Reg right hand drive. It is a South African import. UK Registered. A full nut and bolt restoration by owner. Very solid car. I have many pictures to show the restoration. Please call 07760 217999, Greater London. 120983 FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS! OR FIND YOUR NEXT!
WE’RE RATED EXCELLENT ON TRUST PILOT SPECIALIST CLASSIC FORD INSURANCE WITH YOU IN MIND 01480 400897 FORD GRANADA FORD TRANSIT CUSTOM FORD TRANSIT 1972, 55763 miles, POA. Original bill of sale 2019, 91000 miles, £13,140. SWB L1H1 -130 BHP air con, heated seats, pas remote c- locking rear t/gate only 1 owner 91k used by AA. excellent throughout. Finance and P/EX possible. ULEZ compliant. Please call 07831838833, Wales. 2010, 114000 miles, £3,750. Owen Commercials from F English LTD Ford Distributors of Poole, Dorset in September 1972. Starting at 12:00pm on Wednesday 17th April 2024. Bidding ends 122025 for the first lots from 12:00pm on Thursday 18th April 2024. To bid online please create an are pleased to offer this Ford Transit MK7 (Transit 85 T280M FWD) 2.2 tdci 85ps, and mot’d until 05/11/2024. Equipped with Electric Windows and Central Locking, Radio CD Player and a ply lined FORD TRANSIT account on our Online Bidding page. Please call rear. This van is available to purchase on a trade sale basis with no warranty or guarantee due to its 01233506266, South East. (T) mileage and age and falling outside our Company 122127 Policy to Retail. You are welcome to Test drive plug in and inspect the vehicle and are encouraged to FORD TRANSIT take your time to make sure this is the van for you. We have a large selection of part exchanges on a weekly basis and can put traders on our 2020, 35984 miles, £14,995. Owen Commercials are pleased to offer this 2021 21 Plate Ford Transit Connect 1.5 Euro 6 Diesel with 6 speed manual gearbox, the vehicle has 1 previous owner and benefits from 35984 mile and Full Service History, Manufacturers Warranty until May 2024 and is ready to go. Finance available subject to status, ask about our low cost van insurance. Please call 01543468885, West Midlands. (T) weekly stocklist. Please call 01543468885, West Midlands. (T) 121737 FORD TRANSIT 121734 FORD TRANSIT CONNECT 2007, £1,595. Connect 1753 cc T220, Diesel 5-speed, 57 plate T.D.C.I unsignwritten white, 2013, 147000 miles, £2,800. Connect T200 MOT October V5 present, electric windows 147k 1 key remote fob central locking good tyres battery very tidy van drives well. Please call 07548697392, East Midlands. (T) 122247 2018, 82000 miles, £8,940. 1.5 TDCI 100 ECO L1 1 owner with 82 k 4 main dealer services SLD- bluetooth- USB - bulkhead - PAS - remote c/locking. This van has had very light use. Finance and P/ex possible. Please call 07831838833, Wales. woodlined with towbar, recent Varta battery, 121896 122452 winter antifreezed to minus 15 degrees, MOT 28th September, 195000. Please call 07895 675851, South West. TO ADVERTISE VISIT: OR EMAIL: WWW.MOTORFREEADS.CO.UK CARS@KELSEYCLASSIFIEDS.CO.UK
LOOKING TO THE PAST ONE CLASSIC IMAGE AT A TIME 144 Spring 2024
ON THE SIDE This fascinating image dates from 1968 and shows a prototype of the forthcoming Capri — known prior to launch under codename Project Colt — undergoing coldweather testing in Finland. What makes this pre-production example particularly interesting is the shape of its rear side windows. Although Ford had decided on the characteristic U-shaped windows as early as October 1967, prototypes were still be used with the design originally drawn up for Project Colt. The window shape was changed for the production version of the Capri following complaints from rear seat passengers of a claustrophobic feeling. Words Paul Guinness Spring 2024 145
BOOK NOW FOR LOW PRICES South of England Showground, Ardingly, West Sussex, 12th May 2024 EUROPE'S LARGEST CLASSIC FORD EVENT SAVE 40% UP TO ON TICKET PRICES From the publisher of TICKETS START FROM £15 CELEBRATING ITS 20TH ANNIVERSARY The UK’s biggest old Ford event with a whole host of special features and displays planned THE GREAT UNVEILING Witness five never-seen before classic Fords revealed CLASSIC FORD TOP 50 Want to know what the hottest Fords in UK are right now? Then don’t miss Classic Ford magazine’s specially-curated display BOOK ONLINE FOR THE BEST TICKET PRICES! classicfordshow.co.uk T&C’S: Book online at www.classicfordshow.co.uk . Advanced tickets: £15 (club tickets) and £20 (public tickets). Advanced ticket booking closes midnight Friday 10th May 2024. Booking fee applies. All attractions are subject to change. See website for all ticket prices, offers and other terms and conditions
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& BOOKSHOP CHOSEN BY THE PUBLISHERS OF BUY ONLINE AT: SHOP.KELSEY.CO.UK/FORDBOOKS To browse all books, head to the link above or scan the QR code Books subject to availability
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Classic Ford Insurance We compare the market to find you the best deals Quotes from top UK Classic Car Insurers Simple and hassle free online service Wide range of policies and benefits TrustScore 4.5 | February 2024 Flexible payment options Save time and money with our online Classic Car insurance now www.performancedirect.co.uk Or call: 01708 564 143 Performance Direct is a trading name of Grove & Dean Ltd, an independent intermediary who are authorised and regulated by the Financial Conduct Authority (FCA). Registration No. 307002. For your security calls may be recorded.