The production of the Capri RS3100 showroom at the initial selling price of £ 2,450 included a l4in three-spoke sports steering wheel, and a modified version of the decalling used on the period RS2600 - Ford just removed the RS2600 and the injection references! Such decals are becoming impossible to obtain new stock for the concours competitor, so it has to be done using the standard originals. The traditional quarter-bumpers have been preserved for the front of the RS3100. As in the case of the 2600, both the chrome and matte black models were owned and photographed by Ford: the catalog specification was matte black. I was told Escort 1100 Mk2 The popular screws can be used to replace any missing original.

Only two officially manufactured RS Capris went into production, but there have been a few other attempts to bring RS and Capri together over the years following the brief production of the RS3100. Some of the following, such as Escort Mexicos, were sold only by RS dealers. Some were designed by German motoring personnel and then sold only through RS outlets. Some have been proposed as RS products, but have never achieved anything more than Ford's limited approval, with some sections of the normal warranty absent in deference to radically increased engine power.

The closure of Ford Advanced Vehicle Operations was a prolonged affair. Several departments remained operational in 1975 (notably engineering; and Motorsport's parts operation still operates from this location in 1987) despite the closure of the production line and the dispersion of the majority of the workforce.

Product planner Mike Moreton prepared a plan in 1975 to produce a 2.8 liter RS ​​Capri with fuel injection that should have reached the production lines in conjunction with the Escort RS2000. Management approval was given for this project, but the car was never made, due to the time-consuming business of putting the RS2000 into production at a mainstream facility, rather than at the FAVO factory for which it was originally designed.

However, the RS2800 Capri prototype was built, with the help of Thomas Ammerschlager in the Ford Motorsport department of Germany, and these cars were later demonstrated to the press in the Capn III trim. At the time, it was said that it was not worth the cost of development and crash tests to combine the 2.8 with the Capri hatchback, but the fluctuation in sales in Britain ended up changing all of that and the 2.8 injection appeared, reaching a very high level. proportion of profitable sales.

There is some logic in the owners of Capri 2.8 Injection, Special or 280 versions feeling that they have a genuine RS car, but the project had no intention on the part of the factory to use it in the competition. It was, however, a product of many of the same engineers who were at FAVO. The men who designed the RS2600 / 3100 started working on 2.8 Injection, the first car handled by the Special Vehicle Engineering group.

The fact that the resulting vehicle did not have an RS badge was simply a marketing decision. For the 2.8i it was as completely changed from a production base as many types of RS were. In fact, a former FAVO engineering chief told me: When I first ran a Capri injection, I thought it was the perfect development for the RS2600 series. Suspension, brakes, engine, all looked like developed versions of that first RS Capri

A similar lack of competition intent was why Germany's Ford / Zakspeed Capri turbo did not become an official RS product, despite being sold by RS dealers and developed by Motorsport staff. The Zakspeed-Ford alliance had previously produced a phenomenally successful 1.4 and 1.7 liter Turbo Capri race based on Cosworth BDA technology, but in addition to Zakspeed's work in its production and engineering, the Capri 2.8 Turbo sold by RS dealers in Germany in 1981 -82 had few features in common with 16-valve turbocharged race cars. Only 200 of these 134mph road cars were made by the Zakspeed-Ford cooperation, although a run of 300 to 400 was originally planned. Ford Vice President of Europe, Karl Ludvigsen, was brought to Britain. All were LHD and their 2.8-liter V6s equipped with a carburetor received only a modest increase of 0.38 bar in a KKK turbo. For later production, a Garrett AiResearch turbine was adopted, when the increase was apparently increased to almost 0.5 bar. With the largest reinforcement figure, these special Capris gave 188bhp at 5,500 rpm and at least 200lb / ft of torque was up at 4,500 revolutions.

Externally, they were the wildest goats ever offered by a Ford dealership. They had a very large rear wing in the style of the 16-valve pilots, tall and wide. The popular X-pack / RS body kit inflated wheel arches over 6.5 or 7.5 inch wide alloy wheels. The front spoiler was what the biggest German authorities allowed, and was usually removed when transporting new vehicles! The price, at the close of production in September 1982, was just under £ 8,900 without options.

There were also turbo capris for sale through Ford dealerships in Great Britain that could have achieved RS status, as SVE was very interested and cooperative in its training stages. The first was the Tickt Capri 2.8T, based on 2.81 with a Japanese IHI turbo conversion giving 205bhp. This package, of which less than 90 had been made when I arrived in 1986, included disc brakes for the rear axle and extensive body modifications, its price rising from over £ 15,000 to closer to £ 20,000 for the final lot in 1986-87.

The Ford Escort RS Cosworth is a sports derivative and the 1st 2500 was a special rally approval of the fifth generation of the European Ford Escort. It was designed to qualify as a Group A car for the World Rally Championship, in which it competed between 1993 and 1998. It was available as a road car from 1992 to 1996 in very limited numbers. Smaller turbo cars were not recognized and only the first 2500 cars manufactured before January 1, 1993 are actually "special approval versions". It was instantly recognizable due to its large "whale tail" rear spoiler. The main selling point was the Cosworth YBT, a highly tunable 2.0 L (1,993 cc) turbocharged engine with a 90.8 mm × 77 mm (3.57 inch x 3.03 inch) Inline-four engine that had an output of 227 hp (167 kW; 224 hp) in the standard trim. Tuning companies have achieved powers of more than 1,000 bhp (746 kW; 1,014 PS).  The car was widely recognized for its excellent handling

The maximum power of the Ford road version officer was 227 PS (224 bh; 167 kW) at 6,250 rpm and 304 N⋅m; 224 lbf⋅ft (31 kg⋅m) of torque at 3,500 rpm  with 95 RON gasoline and a top speed of 232 km / h (GPS) and 237 km / h (147 mph) without large rear wing, while 0-100 km / h (62 mph) takes 5.7 sec. The standard increase in the Garrett AiResearch T3 / T04B turbocharger was 0.8 bar (12 psi) with 1.0-1.1 bar overboost. The car's weight was 1,275 kg (2,811 lb) or 1,310 kg (2,890 lb) for the Lux edition.

The Escort RS Cosworth was the first mass production car to produce downforce in the front and rear (in front 4.6kg / 45Newton at 180 km / h (110 mph) with front adjustable splitter in the center position and 19.4kg / 190Newton downforce with the rear large wing).

The reason behind Escort Cosworth's design was that he should win the World Rally Championship. He did not achieve that goal, but he won eight events between 1993 and 1996 as a Group A car, and two more in the World Car Rally in 1997-8, before being replaced by the Focus WRC.

The Cosworth Escort was developed by the Ford rally team in 1991 and 1992. Its first appearances, before approval, were in the Spanish championship, in the hands of Jose Maria Bardolet, and in the 1992 Scottish Rally, where it was driven by Malcolm Wilson, which was also the main driver of development. Wilson was not formally competing at the event, but his internship times were faster than those of winner Colin McRae. During the latter part of the 1992 season, the development of Sierra Cosworth came to an end, and construction team drivers François Delecour and Massimo Biasion focused on preparing the Escort for the competition.

A Ford Escort RS Cosworth in a stage rally, driven by British driver Malcolm Wilson.

In Escort's first presentation at the World Championship level, the 1993 Monte Carlo Rally, Delecour took the lead with Biasion in second. The pair led the event until the final night, when a late attack by Didier Auriol, driving a Toyota Celica, saw him win, with the Fords in second and third places. However, the new car had demonstrated its potential, which was highlighted the following month, when Malcolm Wilson, driving a car prepared by his own team, briefly drove the Swedish Rally before retiring after an accident. The work team returned to the Portuguese Rally: Delecour took almost from the beginning and won the event with Biasion second, establishing car and driver as serious candidates for the World Championship that year. Delecour won again in Corsica, and Biasion in Greece - their first victory for three years - placing them first and second in the drivers 'championship, and Ford in the joint lead in the manufacturers' title. During the second half of the season, Toyota driver Juha Kankkunen won in Argentina, Finland and Australia, but in New Zealand, with the exception of Delecour's second place (behind Colin McRae), the Fords' results were relatively low, giving the Toyota the manufacturers title. . Both jobs follow Retired at the San Remo Rally, Delecour after an accident and Biasion with engine failure after a radiator hose split, but the event was won by Franco Cunico Italian, in a Cosworth Escort entered privately. It was the first time in several years that a privateer won at this level and, in doing so, surpassed the Lancia Delta Integrale jobs of World Champion Carlos Sainz, demonstrating the Escort's superiority over the previously dominant Lancia. However, the result has been a disappointment for Ford since, although Delecour won the penultimate round of the season in Catalonia, he lost the world title to Kankkunen.

Delecour and Ford were singled out as serious competitors for the 1994 World Championship, especially after Delecour's victory in the Monte Carlo Rally. However, Delecour retired from the second round of the championship, in Portugal, with an engine failure, and a few weeks later he was injured in a road accident, which forced him to lose the next four rounds. Biasion finished third in Portugal, but failed to keep up with the Toyotas, and his results did not improve afterwards, amid reports that his relationship with the team was deteriorating. He left in late 1994 and did not drive again at the World Championship level. In the absence of Delecour, the second Escort was driven by a succession of temporary drivers, including the 1981 World Champion Ari Vatanen, young Belgian driver Bruno Thiry and Franco Cunico. With the exception of Vatanen's third place in Argentina (followed by retirement after a major accident in New Zealand, while challenging for third), the results were indifferent and the team faced some criticism for its dependence on Delecour. The final guest driver proved to be a greater success, however: in a single unit for the team, Tommi Mäkinen won the 1000 Lagos Rally in 1994. Delecour returned to the team at the same event, but was not yet fit and finished fourth , before retiring in the last two rounds. Thiry completed a disappointing season for the team, taking third place in the final round in Britain.

The Ford work team ended in late 1994 and the rally program was handed over to the RAS Sport team in Belgium. Biasion was replaced by Bruno Thiry, while Delecour stayed with the team. The season has been shortened to eight events and maintenance has been much more restricted than in previous seasons. Group A cars also had to operate with a smaller turbo restrictor than the previous one, which was a particular disadvantage for Ford, as the seven-speed box in the Escort rally was not suitable for a low rev engine. Delecour, although complaining loudly in interviews about changing the rules, finished second in Monte Carlo. Bruno Thiry then led the Corsican Rally and looked likely to win, until a failure of the wheel bearing, which under the previous rules his mechanics would have been able to correct, put him out of the rally. Delecour finished second, but there were no more three places in the season and Ford finished at the bottom of the manufacturers' championship.

The RAS experiment was unsuccessful, Ford replaced its rally team in the 1996 season. Thiry stayed as the second driver, but Delecour left the team and was replaced by Carlos Sainz. Sainz took third place in the drivers' championship, with victory in Indonesia and second in Sweden and Italy. However, Escort has by this time been overtaken by Mitsubishi and Tommi Mäkinen, who won that year's title, and at the end of the season, interest shifted to the next season and the new rules of the World Rally Car.

Although a special dispensation was required, Ford was allowed to adapt the Cosworth to a World Rally Car, to serve as a stopgap until a specific WRC was developed. The rear suspension with semicircular arm, considered one of Cosworth's weaknesses, was replaced by MacPherson, and modifications were made to the body and transmission. The rally cars would be driven by the team of Malcolm Wilson, now known as M-Sport. During the 1997 and 1998 seasons, he went on to mark two more wins for Carlos Sainz. With Thiry, Ari Vatanen (on a punctuated podium base at Safari Rally after Thiry suffered an injury) and four-time world rally champion, Juha Kankkunen, now behind the wheel of the cars, the name Escort has finally left the scene. rallying completely after a double podium at the 1998 British Rally, which ends the season.

Outside the World Championship, the Escort Escort, like its predecessors, was very successful at national and European level, winning many national rally titles. These titles include: Belgian (1993, 1994, 1996), British (1994), Italian (1994, 1995, 1996), German (1993, 1994), French (1993, 1994, 1995), Netherlands (1993, 1994), Austrian (1994, 1995), Greek (1994), Bulgarian (1995, 1996), Turkish (1994, 1995, 1996), Swiss (1995), Danish (1995), Finnish (1995), Irish (1995), Portuguese ( 1995), Czech Republic (1996), Lithuanian (1997) and, in 1994, Belgian driver Patrick Snijers won the European Rally Championship driving a car prepared by RAS Sport. He was also a successful competitor of Group N. Tuning parts were (and are) readily available, and the lower-specification Escort Cosworth's became a common feature even in relatively low-level rallies in Europe during the 1990s.

In recent times, all Escort Cosworth varieties (Group A, N and WRC) are regularly seen at historic rally events and festivals. Ken Block also added two to his fleet for the stage rallies and Gymkhana 10. Unfortunately, due to a gearbox issue, one of the cars fell and was destroyed in a fire. As part of the Cossie World Tour 2019, its second car has been upgraded to a modern specification.

Escort also had a foray into Formula 1, albeit as its Safety Car. It was, in fact, used during two Grand Prizes in the 1992 season to test this new safety concept, which was officially introduced to the sport the following year (using other road cars).

 

Although the history of this name (Anglia) started before 1959 with the first and second generation of this model, it is from that date that this iconic model is best known. Perhaps it is one of the most appreciated classics in England, with a legion of unconditional fans, and also in our country where it has won the hearts of many car lovers for decades. Today it is one of those cult automobiles and this article is like many others a tribute for those who know this icon and for those who still don't know it, they will get a sense of the history and characteristics of this classic.

The latest generation (the 3rd) of the Anglia model, known by the code name 105E, was introduced in 1959, and its bold design for the time created enormous empathy with the public. Its style reflected a trend in the design of North American cars, to which in the versions called “Deluxe”, they also added a generously sized front grille entirely chrome, which together with its round headlights allowed to see some traces of other cars on the other side. of the Atlantic. If the most luxurious models had a chrome grille, the more "basic" Anglia had a smaller grille, painted in the body color.

Its lines, especially from the profile point of view, are reminiscent of cars as distinct as the 1950s Studebaker or even the beginnings of the Ford Thunderbird. All of this is the result of aerodynamics tested in a wind tunnel by British engineers.

Another detail of its curious design was its rear glass tilted back. Something that could also be seen in the late 1950s on Lincoln and Mercury models as well as on the European Citroën Ami. According to Ford officials, this solution allowed the glass to stay dry on rainy days.

The reality is that this particularity was copied from another model, more specifically the 1958 Lincoln Continental. This model had an electric rear window opening. In addition to this type of design being used by Ford in the classic Consul, it was also later copied to the three-wheel models of Bond, Reliant and Invacar.

The design of the Ford Anglia's roof allowed huge height space for passengers and their luggage. Continuing in the rear area, this model had two rear "fins" very similar to the larger American cars of that period.

Interior Ford Anglia

In September 1961, a van version of Anglia was launched, thus joining the 3-door model. In a somewhat spartan interior but with a very attractive style, there was a red warning light on the instrument panel for the generator and a green warning light for oil pressure.

The driving unit chosen by Ford for the Anglia was a 1.0 liter (997cm3) engine that delivered 39 horsepower and became known under the codename “Kent”.

In 1959 a British magazine tested the performance of the Anglia 105E. The maximum speed recorded was 118.8 km / h and the acceleration from 0 to 97 km / h was performed in 26.9 seconds. In addition, the average consumption was tested, and the final value was 6.86 liters per 100 kilometers. The Ford Anglia 105E tested by Motor magazine was priced at £ 610.

Later the builder created an Anglia model with a more powerful 1.2 liter capacity engine, the Super Anglia 123E and which we will cover later in this article.

Ford anglia cutaway 630x301 Ford Anglia 105E e 123E

Obviously, the performance was not very exciting considering the power level offered by the small engine. Still, the 105E was sufficiently fast in relation to other automobiles of that time, and also in relation to previous generations.

The gearbox (manual) was also a novelty from Ford for Anglia. It had four speeds, which had the particularity that the last three ratios were synchronized for better handling. In 1962, however, Ford ended up replacing this gearbox with one with the changes all synchronized in all models that had the 1.2 liter engine (1198cm3).

Another evolution in relation to the first Anglia was in the car's windscreen wiper system. The first models were equipped with a windshield wiper that operated behind a vacuum, which made the system notoriously slow and ineffective. It was replaced by an electrical system.

Regarding the suspension, however, there were no changes in relation to the MacPherson system. In other words, the independent front suspension that was used on the 100E was kept unchanged.

Anglia

Something that contributed to Anglia's success was a story that dates back to October 1962, when a 24-year-old (Tony Brookes) and a group of friends with a private Anglia 105E, modified with an official Ford Performance Kit (costing around £ 13) guided to the Montlhery Race Track near Paris. In this circuit they managed to collect six international records in category C reaching an average speed of 134.33 km / h. There were seven days and respective nights covering a total of 15,000 to 20,000 kilometers. The Anglia's strength and durability made it possible to cover this distance without the need for repairs, requiring only tires to be changed.

Anglia's commercial success declined after Ford launched the Cortina model. In 1960, 191.752 Anglia had left the Ford plant in Dagenham, in a full year of production of the 105E model. These figures represented a new production record for Ford Motor Company.

From October 1963, production continued at a new Ford (Halewood) plant in Merseyside alongside the Corsair models that had recently been introduced. The Super Anglia introduced in September 1962 and in 1963 shared the same engine version with the recently launched Ford Cortina. The Super Anglia was easily identified by a stripe painted along its body.

From 1962 and until 1967 when production ended, the 123E Anglia Super was available alongside the less powerful 105E. It had, as already mentioned, a larger engine with 1.2 liters of capacity (1198cm3) and 50 horsepower, a new synchronized gearbox including 1st gear, as well as other improvements in relation to the base model.

This model was also sold in Europe. This version was only available as the Anglia Sportsman, which had the peculiarity of carrying its spare tire in the rear. In addition, the 123E was equipped with distinct aesthetic details. Such as tires with a white stripe, the respective side stripe painted on the body that had the particularity of contouring the rear “fins”, as well as other chrome components on the bumpers.
 

Ford also made available two new (metallic) colors for the bodywork, which became known under the names "Blue Mink" and "Venetian Gold". 250 were produced in blue and 500 units were produced in “Gold”, making these models rarer than the rest of Anglia 123E.

Anglia were available with various levels of equipment. The base model is known for the Standard version, and with this version there were no chrome body parts, and it was equipped with a steel front grille and its interior equipment was minimalist.

The Deluxe equipment level had a chrome strip along the body, rear lights with a chrome rim, glove compartment cover, sun visors and a chrome front radiator grille.

The “top of the range” version was the Super version, which had a double chrome strip along the body, a roof painted in another color to create contrast and more luxurious interiors.

Anglia's greatest particularity is undoubtedly the design of its bodywork, loved by many and others less so. An iconic model that brings together countless fans both in England where it is, and was more popular, as well as in Portugal.

Many insist on not letting this iconic classic “die” and there are countless clubs spread across Europe, with a greater incidence in his majesty's lands. It was not a powerful car, nor with great sporting ambitions, yet it was reasonably fast in performance and in the latest version it managed to be a little more vigorous. Even so, it was a very economical model, as it consumed little fuel, especially the version with the 1.0 liter engine and was extremely reliable, as proved in 1962 by the hands of Tony Brookes and his friends.

 

The Ford Mustang is a sports car produced by the Ford Motor Company. The car was presented to the public on April 17, 1964 during the New York World's Fair. The Mustang, despite major changes over the years, is Ford's oldest car line. The name "Mustang" is inspired by the US P-51 Mustang fighter jet, named after the country's only wild horse race. It was the first "Muscle Car" in history, being followed years later by competing models clearly inspired by it.

Launched in April 1964 as a 1965 model the Ford Mustang was presented in two versions: Convertible and Coupe 2 doors. Designed and designed to suit every taste, it could come equipped with a modest 2.8L 101HP 6-cylinder engine up to a 271HP 4.8L V8.

After 6 months, the Fastback version was presented, with strong sporting appeal. There were no significant changes for the year 1966, when the car completed a total of 1 million units sold, proving the enormous success achieved.

About 70% of the cars sold were equipped with some version of the V8 engine. For 1967 and 1968 Mustang has already undergone the first style update, growing a few inches and looking to have a more aggressive line and become more comfortable.

The main novelty was the introduction of the big block V8 engines as an option. For 1967 the power could reach 325HP, with a 6.4L V8 and 390HP in 1968 with a 7.0L V8. In 1969 and 1970 new style update, made the most current and aggressive line. Launch of BOSS 302 and 429 models, equipped with high performance engines and Mach 1 (Sport) and Large (Luxurious) lines. The years 1971, 1972, and 1973 saw the most significant change of style within the first generation.

They were strongly influenced by anti-pollution laws, growing concern about fuel consumption, and insurance companies' resistance to accepting high-performance cars. Compared to the 1965 model, the Mustang increased by almost 15 cm and was 250 kg heavier and no longer had engines as powerful as those offered in the 60s. All these factors eventually influenced the end of the first generation and caused the birth of the Mustang. II in 1974, much lighter and more economical, but without the charisma of a true sportsman.

 

The Mercedes-Benz W136 was Mercedes-Benz's four-cylinder inline line from the mid-1930s to the 1950s. The 170 V made its public debut as a successor to the W15 Typ 170 in February 1936. Between 1936 and 1939 was the best selling model of Mercedes.

Between 1936 and 1942, more than 75,000 were built, making it by far the most popular Mercedes-Benz model to date.

Enough of the W136's tooling survived the Allied bombing during World War II (or could be recreated post-war) to serve as the foundation on which the company could rebuild. In 1947, the 170 V model had taken over its position as the best-selling Mercedes, a position it held until 1953.

The "V" in the name of the 170 V was short for "Vorn" (front), added to differentiate it from the contemporary Mercedes-Benz 170H (W28) rear engine ("H" for "Heck" rear) that used the same 1697cc four-cylinder engine, but positioned in the back of the car.

The 1.7-liter four-cylinder rear-wheel drive Mercedes-Benz 170 V (W136) was introduced in 1936 to replace the 1.7-liter six-cylinder Mercedes-Benz 170 (W15). Despite its similar engine capabilities, the new M136 car's side valve was more powerful. The manual transmission was four-speed synchronized (having been updated from synchronization only at the two major rates in 1940). The declared maximum power was 38 hp (28 kW; 37 hp) at 3,400 RPM with an initial compression ratio of 6: 1.

The mileage was 10 liters per 100 km (28 mpg-imp; 24 mpg- US). The engine was connected using only two mounts and set the smoothness standard for four-cylinder engines.

Body Options

Most of the cars produced, and an even greater proportion of those that survive, were two- or four-door "Limousine" sedan cars, but the range of different body types offered in the 1930s for the 170V was exceptionally high. broad. . A four-door "Cabrio-Limousine" combined the four-door "Limousine" four doors with a full-length folding canvas roof.

Both four door bodies were also available adapted for taxi work, with large luggage racks at the rear. There was a two-door two-seat "Cabriolet A" and two four-door "Cabriolet B" seats both with luggage storage behind the seats and below the hood storage location when folded (but without any external cover to access the luggage). out of the car). A common feature of the 170 V bodies was the external storage of the spare wheel on the rear panel of the car.

The two-seater roadster featured a large flap behind the two seats with a thin, upholstered rear partition that could be used as a substantial luggage platform or as an uncomfortable seat - the mother-in-law's seat.

In addition to the wide range of 170 passenger long-range Vs, a small commercial variant was offered, either as a flatbed truck or with a box body on the back. Special versions of the 170 V were offered, adapted for use as ambulances or by police, mountain rescue services and military.

 

 

Over the years, they have gone from a variety of relatively simple rear-wheel drive machines to much more complex turbocharged and fuel-injected front-wheel drive cars. But there were always those at Ford who argued that the RS factor could be applied successfully elsewhere as well. In the case of Capri, which was, after all, Ford's most ostentatiously production car, the most enthusiastic defender was Jochen Neerpasch.
 

A former Porsche race driver, Neerpasch managed the German department of Ford Motorsport which was established on January 7, 1968 as a continental counterpart to Ford Competitions in Boreham. The department was housed in two-story workshops and offices within Ford's Niehl, Rhine plant, and the team included Michael Kranefuss, who later became the head of Ford World Motorsport. His competitive successes with the Escort and Taunus models included victory in the 1969 East African Safari using a Weslake modified V6 engine at the Taunus 20M RS salon. But what worries us here is the development of Capri as a racing car, a story that spans ups and downs - points so low that Jochen Neerpasch offered his resignation before the 1971 season. It was not accepted, but that the proud and competitive Neerpasch should have felt that such a step was necessary indicates the depths in which Capri's reliability in endurance races has sunk. But then the golden years came, with Capri in dominant form in the 1971 and 1972 seasons of the European Touring Car Championship.

The first German competition with the Capri involved the 2300GT, which appeared in the Lyons-Charbonniere rally as a prototype in March 1969. This model was the first use of the V6 engine of the Taunus saloons on the higher-capacity German Capris. Later, this family of V6 iron blocks, which the Capri production used in all capacities, from 2.0 to 2.6 liters, became the basis on which the RS2600 was built for road and competition use. Later, drawing on the experience gained during the European Touring Car Championship campaign, the production block was strengthened as a base for Arizona's Federal 2.8 V6, which was seen in Capris and Mustangs for the USA. Finally, it is worth remembering that the OHV 2.8 iron drive shaft became the propulsion for a number of European Fords in the 1970s and 1980s, including the Granada 2.8i, Capri injection, Sierra XRs and the Granada / Scorpio.
That first Capri competition in March 1969 ran with Weslake engine modifications that boosted it from the standard 108bhp (later in 1969 some 125 horsepower was offered) at 5,100rpm to 170bhp at 6,500 revs. Changes to the 2.293 cc (90 mm x 60.1 mm) V6 included triple Solex carbs and high compression (10: 1 instead of 9: 1) for the Weslake iron heads, which kept the Siamese, as well as the engines of production. until the advent of the 2.9 V6 seen in 1987-Granada / Scorpios specification. However, the development of the Capri competition soon saw schemes much more adventurous than those early efforts with what were basically modified cars registered on the road ...

 

The debut of the 2300GT Capri was marked by a fourth overall for Dieter Glemser / Klaus Kaiser and the factory was encouraged to continue to assemble the Ford coupe until 1969. The 2300GT engine was constantly improved, doing 192bhp at 7,200 rpm with Lucas fuel injection and a compression ratio of 10.5: 1 for the Tour de France, in which Jean-François Piot grabbed an encouraging sixth against high-quality opposition.
The best result of 1969 for the German Capri GTs entered the Tour de Corse, the fast road event in Corsica that is now part of the World Championship. A prototype of the Group 6 Capri 2600GT (2.550cc, 90mm x 66.8mm) for Piot and Jean Todt (Peugeot-Talbot competition chief in the 1980s) finished an excellent third overall. That 2600GT had some 200 horsepower at its disposal at just 6,000rpm (compared with 125bhp for the street 2600GT).
The result of Corsica, in addition to the unexpected victory of Robin Hillyar / Jock Aird in Safari Taunus, made the Ford Competitions department a dead end in 1970, bringing together Capri on the East African Safari and facing the European Championship of Touring Cars. In both cases, the 2300GT model was implemented, evolving to the 2.397cc point and an official 230bhp Kugelfischer fuel injection to boost ever-increasing front spoilers and wheel extensions with a weight of 940kg / 2.0161b.

Back in Britain, the RS Capri plan was being carried out. . . A month after Ford's management approval was granted for the creation of FAVO in October 1969, the agreement to move forward on the construction project for the first RS Capri was received. Bob Howe, FAVO's first chief engineer, recalled the starting point of the project: Jochen Neerpasch identified the need for a Capri sports car

 

The essex V4 is a V4 gasoline engine manufactured by the Ford Motor Company from 1965 to 1977. The engine was available in 1.7L and 2.0L capacities. Designed by Ford of Great Britain, the Essex V4 was produced at a factory in Dagenham, originally in Essex County, later part of East London. The engine was used in the Ford Corsair, Capri Mk I, Consul / Granada Mk I, Ford Zephyr Mk IV and Ford Transit Mk I van.


The development of the Essex engine family began in 1961. While the design of the new engine would be handled by director of engine design Alan Worters and a team of Alan Aitken, John Pask and George 

Soule, a product planning team would also be involved. The first product strategy meeting was chaired by Ford's product planning manager, Terence Beckett. Philip Ives was the manager of a new engine and transmission planning department.

The objective of the project was to produce an engine suitable for use in passenger vehicles and work vans, with marine and industrial applications also under consideration. High- and low-compression petrol versions were planned from the start, as well as a diesel version. For the van application, product planners examined the capabilities of the market-leading Volkswagen Transporter. While Ford would not duplicate Volkswagen's rear-wheel drive system, the advantages of its flat floor and unimpeded access to the driver led the team to propose a vehicle with a V4 engine mounted in front of the driver to free up cargo space. In the end, both engines, V4 and V6, were approved, sharing a 60 ° angle between the cylinder banks and a bore rate and upper stroke. The resulting Essex V4 and Essex V6 engines share the same combustion chamber design and some internal dimensions and have many parts in common, including pistons, valves and spark plugs.

While work was progressing in England on the van to be called the V-series, Ford of Germany was moving on with a project for a new commercial van to be called the Transit. Ford in Germany already had a V4 engine in production; the Ford Taunus V4 engine of American design, and it was this engine that they proposed to use in their new vehicle. Both of the van's projects were presented to management, which was already moving to consolidate both product lines and corporate divisions in Europe and Britain. The decision was made to approve a single body and chassis, but allowed England and Germany to use their own engines. The V series name has also been dropped in favor of the Transit name in England.

An investment of 14 million in renovations to the Dagenham plant, where the new engines would be produced, was financed. The Essex V4 first appeared in 1965 on both the Ford Transit Mk1 and the Ford Corsair.

 

 

The first generation of this iconic model was first unveiled in the UK in 1967 and its official presentation to the public and its press took place at the beginning of the following year in January at the Brussels motor show.

This model was the natural successor to the successful Ford Anglia, a model we have already talked about here on autoblog.pt.

The automotive giant has always had a goal for Escort, that is, the European market as its main commercial target. Its production started in the city of

Halewood in England in 1967, on that assembly line the first Escort to leave that year were all right-hand drive, only later in September 1968 did Ford start production of the left-hand drive models in a factory located in Genk .

There were some differences between the models produced for the United Kingdom and the rest of Europe, which stood out for the front suspension with other settings, as well as differences in the steering, the braking system, and other rims, all of this in the versions produced in the factory in Genk.

Later in 1970 the continental production of Escort moved luggage to another factory in West Germany in the city of Saarlouis. In addition to these countries, Escort has also been produced across borders in countries as diverse as New Zealand and Australia.

Escort's success was enormous in the overwhelming majority of European countries, but in England the success was really overwhelming, becoming the best-selling car model of the sixties.

In June 1974, when the Escort was 6 years old since it was first marketed, the American brand announced to the world that it had produced 2 million of the model, a milestone that Ford had never achieved outside the United States. of America. About 60% of these cars were produced in the United Kingdom.

Ford_Escort_MkI_1100_1972

The rest were produced in West Germany at a slower rate of 150,000 units per year, and where production dropped to 78,604 last year (1974)
the model was produced.

The Ford Escort was distinguished by rear-wheel drive, a 4-speed manual gearbox (optionally, in some markets it could be equipped with a 3-speed automatic gearbox), a front suspension with a MacPherson frame and a simple spring-mounted rear axle leaf (popularly known as wagon springs).

In addition, the Escort was the first model of the brand to use a conventional steering system (with pinion and rack) as we still find in many modern cars.

Ford Escort Mexico MkI

In terms of design, the Escort had a modern aesthetic, and its line was inspired by the traditional Coca-Cola bottle, with its side line using the same shape as the famous container.

In addition, the model had a front grille that distinguished it from other cars, giving it a distinct and contemporary look for the time.

The Escort was initially marketed only in the two-door body, with the name (version) of De Luxe and was distinguished by the round headlights and the interior rubber carpet.

The Super version had rectangular headlights, conventional fabric carpet, a lighter and an engine temperature gauge.

In March 1968 the two-door van was introduced in the range, which contained the peculiarity of folding the rear seat, allowing a larger loading area.

The drive unit of this version was the same as that which existed in the two-door Escort, but the clutch was larger (190 mm in diameter), the rear springs were thicker, as well as the braking system (drums) was substantially larger and more powerful. in order to better control the extra weight it could carry compared to the conventional model.

In the following month, in April 1968 the version of the van with side panels instead of glass was introduced in the range, and the following year (1969) the 4-door version first appeared.

Looking at the engine chapter, the Kent Crossflow engine was the main unit of the model, both in the 1.1-liter configuration and in the 1.3-liter version. There was a 940 cc drive unit for some export markets, but very few were sold when compared to the units described above.

One of the most desired engines was the 1300 GT version, that is, a “spicy” version of the 1.3-liter Kent unit, which had a Weber carburetor. In addition, this version received an improved suspension to keep up with the increased power and performance of this unit.

Other differences in relation to the conventional model included extra instrumentation inside, such as the rev counter, a battery charge indicator and another with the oil pressure level.

This upgrade version of the 1.3 was also available on the Escort Sport, the latter had wider wings at the front, but in terms of interior equipment it was i

 

1968 Shelby GT500-KR Convertible, Shelby 3854 - FACTORY AC, 428 cu. in. Cobra-Jet V-8 engine, C6 auto, 3:00 9" Diff. Built June 26th, 1968 this Shelby is a substantial, rare and very documented car in many publications going back to the 80s as it sits today. Original miles, original body and most interior, Date code originality authentication on major components. This car received a comprehensive refinish done in 79 by its 2nd owner, Chuck Brown in CA documented not only in photos, but many publications of that era. This was never a left for dead or done for profit car. It was not a torn up neglected car or just a VIN used to cash in. This is not a "just restored car" muscle car dealer car. It was, always was and still is a very nice example that has been loved and maintained as needed all of its life. From 1996 to 2007 it sat in a private collection here in Dallas, a friend/acquaintance and neighbor of Carrol. It became part of my collection it 2007. I showed it for many years locally and it has been featured on my web site since then. In 2016, I took off a lot of time to take the car up a level beyond its historic authentication and documentation trail it has carried all its life. From attending early SAAC events, to being cover of magazines in the 80s, even with that going for it, today's expectations are much much higher and quite over expected vs yesterdays true forgotten and often pedestal quality.

With that said, the 40 year old paint was refinished again but now at a standard demanded by its ever increasing value. All body panels (fenders, doors, hood, trunk, bumpers, etc) were removed and refinished using several of the best craftsmen I have got to know in my near 4 decades in classic cars. The fenders/doors are still original to the car and were worked to perfection in the PDR method before any primer, paint etc. Filler was not an option here. All of the AO Smith Fiberglass parts were blocked to a standard that is now expected to see in a car of this value, or on the lawn at pebble beach. All of this work was micro managed by me, and ALL of the mechanical and detail work, assembly was done by me. All poor factory gaps and body lines were taken into consideration and improved to a standard that was never there originally. The code "T" Candy Apple red was again applied back to the car, but at a now concourse level with weeks and weeks of color sanding and refining put into it. No stone was left unturned, but again, original integrity was kept in mind as I did not want to take the car apart to that "frame off" level. or in these cars, the body alone.... I could have done it of course, but it did not need that!!!! It would be a lesser car if so but again, this car has always been nice! So again this is not a "rotisserie restoration" as you see down to the tub, but a very high quality refinish that reflects the work of pebble beach wining craftsmen in its paint, and a level of mechanical and cosmetic detail that reflects my work but left with a ton of originality in the hard to find places that are never really revealed or seen or even understood without a lot of time studying these cars under your belt.



Along with the now concourse level body refinish (which is way beyond original quality), the already very nice engine compartment was comprehensively detailed to exacting details using the guidance of people like Pete Disher (Coralsnake) and Jeff Sneath at SEMO. Small things that were not on the car since the late 60s like the air injection system, etc were put back on. Little details like all of the smaller components like AC compressor, alternator, PS pump, fan, clutch were refreshed and authenticated with date coded correct parts in their correct finish driven by date coded reproduction belts, etc. The car is not a 100 point car, I don't know if one really exists, (Pete's is prob the closest thing) but this is certainly a top mark contender and with the small intricacies I still piddle with, its just getting more refined. It expect it to stand up proud in competitive judging, and as an overall package, all the i's are dotted and t's are crossed as well as one could be. Its hard to pick apart these days. Someone else's is always better... A friend of a friends uncle's car that is one day going to get restored, but he has yet to find the car.... you know the game..... but this is what it is, apologies are minimal, its real, its here.

I guess to sum this car up, I have tried to balance yesterdays forgotten true bad quality of original that was still reflected in a very well documented car with today's pedestal over expectations, all the while trying to keep originality and authentication in mind.... an almost impossible task..

In 2019 I found another set of original 68 wheels and restored them to the original look. The outlined red wheels are as you see in the 80s publications and in SAAC photos from 78. The car has 2 sets of original wheels, one with the Red insets, of which has been on the car since the 70s and kind of its identifying trait it has carried over the years, and now the purism original. Change of pace looks.. it is on the originals for the next judging's in 2020 (or 2021 due to corona).. In 2019 the car won best Shelby and ford southern Nationals, out of some 20 plus major contenders in that group, it has been invited to many other national events... I just stay close to home base.

If you see this car on any website "for sale", I am open to talking on a couple options. The price on this car will obviously be high retail, that number is floating, if you know these cars, you know that number at any given time.... Dont expect an "i got a deal" situation here, but you can insure you are buying the best 1% of these cars out there. ALSO I am open to trade talk too........ And when I say trade, it would have to be a screaming number 1 condition car like this, and valued like this. As you see I am GM-Classics.com That is what my strongpoint has been for now 38 years. So a GM car like a 67 Corvette 435 with similar credentials and history, a 67 400/AIR Corvette, a highly notable GTO Vert with 455/Air, a 59/60 Eldo Biarritz that is over the top perfect... and similar..... I am not a dealer, these are my personal cars, many I have owned since the 80s, this one I have had for over 10 years and have known it for over 20. So if you are looking for a change of pace in your collection, possibly a match can be made.... no auction "gotcha" rush, no pressure, just good car stuff!

 

The Ford Zephyr is an executive car that was manufactured by Ford of Britain from 1950 to 1972. The Zephyr, and its luxury variants the Ford Zodiac and Ford Executive, were the largest passenger cars in the British Ford range from 1950 until their replacement by the Consul and Granada models in 1972.
Initially the four cylinder version was named Ford Consul but from 1962 both four- and six-cylinder versions were named Zephyr.

History

The Mark I Ford Consul and Zephyr models were first displayed at the Earls Court Motor Show in 1950. They were the first British cars to use in mass production the MacPherson Strut independent front suspension which is widely used today. Production began with the Consul on 1 January 1951. The Mark I model ran until 1956. From April 1956 the Mark II Consul, Zephyr and Zodiac went on sale and were known as the Three Graces.
The Mark II range was popular and finished its run in 1962, when from April that year the Mark III Zephyr 4, Zephyr 6 and Zodiac went on sale. The Consul name was dropped, the car's place in the Ford UK line-up being filled by the first four-cylinder Ford Zephyr. While the Mark II Zephyr and Zodiacs had shared the same body (the Consul had shorter front guards and bulkhead), the new Zodiac and Zephyrs launched in 1962 shared few body panels. With the Mark III, Ford finally sorted out problems that had beset previous models (Mark I axles and Mark II gearboxes were particular weaknesses) and the Mark III proved to be popular and the most durable of the range.
The model sold at a rate equal to or better than the Mark II both in the UK and overseas, but was in production for a shorter time. During the last months of production, an up-market Executive version was added to the Mark III range. The Mk III range was discontinued in January 1966 and the completely new Zephyr / Zodiac Mark IV range was released in April 1966. This car's design anticipated the later Consul/Granada range with V-engines and independent rear suspension, but the development of the model was rushed and this was reflected in its durability. It was one of the first medium priced cars to feature rear disc brakes.
Although the Ford Zephyr never saw American production, a very limited number were imported into the U.S. and the name itself has appeared on other American Ford-related cars. The first use of the Zephyr name was in 1936 with the Lincoln-Zephyr a smaller companion to the full sized Lincoln sedan sold at the time, followed in the late 1970s with the Mercury Zephyr, an upscale version of the Ford Fairmont. The Lincoln Zephyr name was resurrected for a new model in 2006 but was changed to Lincoln MKZ the following year.

Zephyr Mark II

In 1956 the Consul, Zephyr and Zodiac were all restyled. The 6-cylinder cars' engines were enlarged to 2,553 cc (156 cu in), with power output correspondingly raised to 86 bhp (64 kW).[7] The wheelbase was increased by 3 inches (76 mm) to 107 inches (2,700 mm) and the width increased to 69 inches (1,800 mm). The weight distribution and turning circle were also improved. Top speed increased to 88 mph (142 km/h) and the fuel consumption was also improved at 28 mpg‑imp (10 L/100 km; 23 mpg‑US).

The Zodiac and Zephyr were also offered in two body styles these being the "Highline" and "Lowline", depending on the year of manufacture — the difference being 1.75 in (44 mm) being cut from the height of the roof panel. The "Highline" variant featured a hemispherical instrument cluster, whereas the "Lowline" had a more rectangular panel.

 There is no doubt that the performance of the Zephyr and the Zodiac series II models was restricted by the rudimentary exhaust system, both the manifold assembly and the exhaust itself. The well-known Raymond Mays complete engine conversion boosted the performance figures to a top speed of 101mph and 0-60 to 10.0s, with a standing quarter mile of 17.6s, as recorded by The Autocar magazine in issue dated 8 November 1957.

As well as a 3-speed manual gearbox there was an optional overdrive and from 1956 (1959 in Australia) a Borg Warner DG automatic transmission. At first drum brakes were fitted all round (with a larger lining area of 147 sq in or 950 cm2) but front discs became optional in 1960 and standard from mid-1961 (in Australia only 4-wheel drum brakes were available; some dealers fitted servo-assistance from 1961).

 

A two-door convertible version was offered with power-operated hood. Because of the structural weaknesses inherent in the construction of convertibles, few convertibles are known to survive.
A convertible with overdrive tested by The Motor magazine in 1961 had a top speed of 88.3 mph (142.1 km/h) and could accelerate from 0-60 mph (97 km/h) in 17.0 seconds. A fuel consumption of 24.5 miles per imperial gallon (11.5 L/100 km; 20.4 mpg‑US) was recorded. The test car cost £1193 including taxes

The 1966 Zephyr and Zodiacs should have been good. They led a range that offered something for everyone - Anglia, Cortina, Corsair practically covered all the bases of the mass market, and although the mid-sized Corsair wasn’t exactly leaving the showroom, it was selling well enough not to be too embarrassed by the huge success of Anglia 105E and Cortina Mk1. In this climate of success, the 1962 Panda Project, which began to take shape as the next generation of Zephyr and Zodiac, was about to do well.

The all-new car (which it shared very little with its predecessor) was designed around Ford's new four-and six-cylinder Essex V-series engines, and should be longer and wider than before. The style would be bold as well - and, like the Corsair, it would reflect American thinking, not only in terms of dimensions, but also in details.
Roy Haynes - who would oversee the Cortina Mk2 and then Morris Marina for British Leyland - was involved in the design process, although the generous proportions, the appearance of a Mustang and the extremely long bonnet were an idea of ​​the former Detroit man, engineer Chief Harley Copp. According to Ford's figures at the time, the resistance coefficient was 0.47, an industry average performance, but a 10% improvement over the Mk3.

To ensure that the vast expanse of space under the hood was filled, Copp suggested that the spare wheel be moved forward. His suggestion that it could be fitted between the engine and the radiator certainly improved the boot space, but it also helped to give the car a strange weight distribution. Even before launch, there was a concern within the Ford engineering team that the Zephyr 3008E had some "interesting" handling characteristics.

The late installation of the anti-roll bars in the race until launch helped to improve the steering / maneuvering balance of Britain's first Ford car with independent rear suspension by semi-trailer arm, but that would prove far from sufficient.

The Zephyr (3008E) and Zodiac (3012E) Mk4 range was introduced in the spring of 1966. As before, the main Zodiac models were treated with six-cylinder power, while the junior Zephyr (in price) Zephyr came with a choice of 1996cc V4 power and a 2495cc V6. The 2994cc Essex engine installed in the latest Granada and Capri was used exclusively for the Zodiac and Executive in the UK, although some export Zephyrs also received the largest power unit.
Standard equipment across the range included an adjustable steering column, which spares in the engine compartment, a heater and Aeroflow ventilation. At Zodiac plus, you also have electric window washers, two-speed cleaners, lighter, rev counter, clock, ammeter and reverse lights as standard. It was generously equipped - just what the market wanted.

Weeks after the initial inauguration, journalists were treated to an exotic launch in North Africa. Perhaps the location has helped car writers to look beyond dynamic uncertainties, because initial reports were far from unfavorable - with some surprise being expressed by style and proportions.
Only after the publication of the first road tests in the UK did it become clear that all was not well in the Ford field. To begin with, the new engines were not as smooth as the ones that were replaced - and while the V6's low and thick note was acceptable in the 2.5-liter form, the V4 used in the entry Zephyrs was actually quite an unfortunate beast.

On the positive side, Motor praised the performance of the Zodiac (0-60 mph in 11 seconds and a top speed of 105 mph) and the interior space. "The rear seat easily takes three people," he said. "And the legroom is generous." As for performance. 'Acceleration is certainly a hallmark of this new zodiac'.
Ford reacted quickly to extensive press criticism about driving and handling. In September 1967, he mounted radial canvas tires on V6 cars to improve grip, and this contributed to improving the heavier car. In addition, the power steering reached the Zodiac and Executive models, while the unattended cars had to settle for exceptionally laborious gears. On launch cars, which were fixed at 5.5 turns from lock to lock, but to improve the steering weight (and undoubtedly discourage witty driving), this was increased to 6.4 turns in the eyes!