82 FAST FORD

MK4 ESCORT XR3i

BUYER’S GUIDE

Words: Christian Tilbury & Jamie Pics: Chris Wallbank

BUYER’S GUIDE MK4 ESCORT XR3i

83 FAST FORD

While other manufacturers were frantically wringing more performance

and seat-of-your pants handling out of their hot hatches, Ford adopted a truly softer approach when it came to updating its iconic Escort XR3i in March 1986.

Developed by the Ford’s mainstream engineers rather than its performance-led SVE division, the facelifted ’3i not only received the Mk4’s smoother front end, but also a more refined suspension set-up too.

With the stronger Mk4 shell adding an extra 100 lbs to the XR3i’s weight, performance was a

tad softer, too. The familiar Bosch fuel-injected 1597cc CVH motor now took 9.5 seconds to propel the XR to 60 mph, although top speed rose to 118 mph. Miles per gallon was marginally improved, the higher top speed and increased efficiency likely down to the revised spoilers and slippery sheetmetal.

Much was also made of the SCS (Stop Control System) anti-lock braking system. Priced at £315, it looked a cost-effective way to enhance braking ability, but the few customers who opted for the system reported it to be a bit erratic in operation.

While the revised suspension

meant that the Mk4 XR3i was more enjoyable to travel in than its predecessor, creature comforts were few and far between. Luxuries such as central locking, electric windows, sunroof, electric mirrors and even the dogleg alloys were relegated to the options list.

Although sales wouldn’t reach the heights of the Mk3 version, the later XR3i enjoyed strong initial popularity, and today, 30 years after its launch, the Mk4 XR3i is again drawing a loyal following. It might not have the edginess of the Mk3 version or the grin-factor of the RS Turbo, but as a retro ride that’ll only go up in value, it’s hard to beat.

HOW MUCH TO PAY£1500-£2500The days of picking up a straight MoT’d XR3i for a few hundred quid are long gone. You’ll pay several hundred quid for a rot box today, but useable, solid cars with an MoT will cost four figures.

£2500-£3500If you’re thinking about keeping an XR3i for any period of time, this is what you’ll be looking to pay. Straight, tidy examples with sensible mileage and in good condition will set you back around the £3000 mark.

£3500-£5000+The price of mint condition, low-mileage, or concours condition ‘3is is rocketing skyward at the moment – they’ve probably gone up another £100 just by the time you’ve read this! Top-notch show winners will command a premium, but expect to pay between £4000-£5000 for the nicest examples out there.

WHERE TO BUY ONEYou just don’t see XR3is advertised in the local paper any more, a few years ago the classifieds were rife with XR Fords but today there are harder to find than their RS-badged cousins! That means the best place to begin your search is specialist classic car dealers, or asking the XR Owner’s Club, who will probably already be aware of any decent ‘3is up for grabs. Don’t discount eBay though, there may be the odd bargain to be had – especially if the seller isn’t an enthusiast and views the XR3i as ‘an old Escort’ as it doesn’t carry the RS badge. But then, if you’re buying an ‘80s Ford from someone who hasn’t cared for it, do so with your eyes wide open!

INSURANCE COSTSThe Mk4 XR3i is firmly in classic car territory these days – it’s over 30 years old! – so your first port of call should be classic and specialist insurers. Even young drivers will be able to afford a limited mileage classic car policy, especially if it’s a second car. Many classic insurers will also allow for the odd modification or two, but if you’ve significantly increased the bhp (by way of an engine swap or similar) then a modified policy from a specialist insurer is the way to go. Whatever you do, check the perceived value or, even better, seek an agreed valuation – you don’t want the insurance company paying out the book value on any old C-reg Escort!

VITAL STATSMADE 1986-1990PRICE WHEN NEW £7854PRICE NOW £1500-£5000TOP SPEED 118 mphPOWER 105bhpTORQUE 102lb.ft0-60 9.4 seconds

“30 years after its launch, the Mk4 XR3i

is again drawing a loyal following”

84 FAST FORD

ENGINEA rattly top end means the usual CVH problem of infrequently changed oil sludging up the lifters and consequently trashing the camshaft. A tired motor will breathe heavily, although a perished rocker cover gasket can also throw oil around the engine bay. Gummed up metering heads are usually behind idling issues, while a faulty pink fuel injection relay is a common cause of an XR3i being reluctant to fire. Cutting out when warm is often due to the crank sensor, requiring replacement or its wire connections needing a clean. Cambelts need changing every 36,000 miles but many advise swapping the belt at just 20,000.

TECH SPECENGINE1597cc, four cylinders, transverse, two valves per cylinder, single overhead camshaft driven by external toothed belt, Bosch K-Jetronic fuel injection

POWER105 bhp @ 6000 rpm, 102 lb.ft torque @ 4800 rpm

TRANSMISSIONType BC five-speed manual, all-synchromesh

BRAKESHydraulic with vacuum servo assistance

Front: 240 mm ventilated discs

Rear: 203 mm drums

SUSPENSION Front: independent by MacPherson struts, anti-roll bar, telescopic dampers

Rear: independent by coil springs, lower wishbones, radius arms, telescopic dampers

STEERINGUnassisted rack-and-pinion, 3.7 turns lock-to-lock

WHEELS AND TYRES6x14 inch, 185/60R14 tyres

EXTERIORThree-door hatchback, pressed steel monocoque

Like any ‘80s Ford hot-hatch, the XR3i needs careful inspection for signs of rust

The CVH suffers from a rattly cam/lifters if the oil is not refreshed regularly

BUYER’S GUIDE MK4 ESCORT XR3i

85 FAST FORD

TRANSMISSIONPost September 1987 cars received tweaks to the external mechanism of the gearbox for better shift quality, but it’s common for the BC five-speeder’s gear change to feel a little rubbery. A reluctance to engage gears usually means a fault with the linkage or the often-perished plastic ratchet that self-adjusts the clutch, the latter making a

clicking noise when it’s on its way out and many owners choosing to upgrade to a more maintenance-friendly Mk5 Escort clutch pedal and ratchet. A tendency to jump out of gear points to a tired selector, while fifth gear noise is an indication that the gear has come adrift on the input shaft and worn the splines.

86 FAST FORD

BODYEarly cars were particularly rust prone, but any Mk4 XR3i needs close inspection for serious rust in the rear chassis rails, bulkhead, battery tray, sills, fl oor; especially around the front mounts of the rear trailing arms, and inner wings. More visible rust is likely in the rear arches, the tailgate’s seams and near its hinges, around the sunroof if fi tted, door bottoms, leading edges of the wings and the front of the bonnet. Pattern panels are relatively cheap, but genuine NOS items are going up in value. Decent side mouldings and OE mudfl aps are getting increasingly scarce and expensive.

STEERING & SUSPENSIONThe XR is comfortable but reasonably precise with it, an unforgiving ride and any wallowing the result of tired springs and dampers. Uneven tyre wear, a clonking noise from the front end and vague steering point to worn TCA bushes. The best fi x is to replace the whole arm rather than just the bushes.

“The facelifted ’3i not only received the Mk4’s smoother

front end, but also a more refi ned suspension

set-up too”

Replacement panels are getting harder to fi nd and, as a result, more expensive too

BUYER’S GUIDE MK4 ESCORT XR3i

87 FAST FORD

ELECTRICSFaulty steering wheel stalks can cause issues with the lighting, but most electrical problems usually stem from poor earths and rusty connections. For example, the electric windows can be a bit lazy in operation but if they’re not rising and lowering properly and there are also problems with the central locking, then it’s likely that the

shared earth behind the speakers needs a good clean. Aftermarket stereos are commonplace, but it’s relatively straightforward to source an OE head unit and also the code if missing. Optional Carello spotlamps are prone to damage and are becoming increasingly harder and more expensive to replace.

BRAKESWarped discs are common — a juddering through the steering wheel under braking being the telltale sign – and seldom used cars can suffer from sticky calipers and seized brake cylinders, the respective signs being a pulling to one side and an inefficient handbrake. Replacement parts are readily available and cheap to boot, a set of discs costing well under £50. If fitted, optional SCS ABS system needs careful checking as on many cars it’s been disconnected – stand on the brakes and you should feel a harsh pulsing through the pedal. If it’s erratic in operation it’s likely to be the system’s driveshaft drive belt at fault.

Those famous 14-inch dogleg alloys were actually optional extras on the Mk4 XR3i

Most electrical problems stem from poor earth connections

Check the boot area thoroughly for any signs of rust or repair

FAST FORD88

CONTACTSXR Owners’ Clubwww.xroc.co.uk

Passionfordwww.passionford.com

Turbosportwww.turbosport.co.uk

Escort Cabriolet Clubwww.escortcabrioletclub.co.uk

Burton Power020 8518 9127www.burtonpower.com

Just Affords01889 582197 www.rsturbospares.com

Oddkidd Creationswww.oddkiddcreations.co.ukNEXT MONTH

SIERRA RS500

BUYER’S GUIDE MK4 ESCORT XR3i

INTERIORReplacing seats and door cards is very hard, whether they’re the Daytona style of early cars or the Zolda trim found in 1989 model-year onwards examples. The driver’s seat side bolster usually shows wear first, while the door cards can warp and their material covering often becoming baggy. Good, unscuffed door handles are particularly thin on the ground, while uncut parcel shelves are also in demand. Damp front carpet is a bad sign, the likely cause being water seeping in through the commonly-corroded bulkhead and battery tray.

Replacement trim is hard to come by, so cars with immaculate interiors command a premium