FAST ROADANGLIA STCOSWORTHV6 CAPRI

THAMES 400EV8 CAMPER!

Top buying advice inside

BUY IT:

FIESTARS1800

ENGINE SWAP

Make those fibreglass parts look like metal!

CHROMEPLASTICS

HOW TO:

Your favourite ever transplants revealed

ENGINESWAPS

TOP 10:

400bhpMk2EscortV8for theroad!

22A

SEE INSIDE

VOTEFOR YOU

R

CLASSICFORD

OF THEYEAR

Seep22

CORTINA 2.0S MK4RARE AND ORIGINAL

Tips and tricks, pro advice, and awesome feature cars to inspire your next transplant!

PLUS: AXLE STANDS TESTED + MK1 ORION AND MK1 ESCORT PROJECT IDEAS + CARS & PARTS FOR SALE + TECH PROBLEMS SOLVED + TUNING RECIPES

16-VALVE ESCORT

Hybrid Heroes!SPECIAL

Out and about with our band of Blue Oval-loving writers and photographers.

THIS MONTH

RJAMIE

Serial Ford owner,Steve OzzyOsbornes latestproject is a ST170powered Anglia.Jon shot it (andOzzy) for this issue.

Closet GM fan Jamie views the XE in Paul Reenes Mk1 track terror as making perfect sense. We might just agree with him. Page 92.

JON

STAFF WRITE

How much does Marc want Mitch Hughes rare and untouched Mk4 Cortina 2.0S? Quite a lot. Find out why starting on page 60.

MARC

CONTRIBUTOR

NTRIBUTOR

How To Contact Us

Write to: Classic Ford, Kelsey Media, Cudham Tithe Barn, Berrys Hill, Cudham TN16 3AG, UKTelephone: 01225 687699 Email: classicford.ed@kelsey.co.ukwww.classicfordmag.co.uk

ngine swaps havedays of the 60s, winto Anglias ever

nearly 50 years on, a claquad-cam, all-alloy V8to make it more practic

Bigger engines in smof course Doc MerFalcon V8-powered M60s, but the differenceconversions and the hocunning involved. Wevgreat examples of this irelative ease of a Coswoa Capri (page 46) to thLS1 in Finlays MacPh26), which was more owithin the realms of a tCheck them out, thenyour tape measure and

.

E e come on a long way since the headywhen 1500 Pre-Crossows were ttedy weekend. I mean, whod have thoughtassic Ford enthusiast would be tting ainto his Thames camper (see page 8)

cal for todays roads?all Fords are nothing new,

eld famously raced aMk1 Cortina in the late

e now is the quality of theome-brewed engineeringve cherry-picked a fewin this issue, from theorth 24-valve swap into

he slightly insane 400 hpersons Mk2 Escort (pagef a challenge to t, but still

typical classic Ford nut.get down the garage with start plotting.

46

ON THE COVER

ON THE COVER

ON THECOVER

98 THE ESCORT RS TURBOSTORYCan you beleive its 30 years since themighty RS Turbvo was first revealed tothe public? Graham Robson recountsdhow the car came about, and how itchanged fast Fords forever.

104

10898

6 December 2014

8

26

32

84

36ON THE COVER

ON THE COVER

104 OLD SKOOL FORD DRAG CHALLENGE All the action from the final round of the popular quarter-mile series.

108 RAC RALLY CHAMPIONSHIP Escorts and Cortinas battle for stage glory on the Trackrod Historic Cup.

8 GRAFTERS: Thames 400EAs if restoring a rare Dormobile wasntchallenging enough, this vans goingV8.

26 400BHPMK2ESCORTV8Because too much is not enough.

32 TOP10:Transplant EnginesYou voted, we counted, heres the result.

36 HOMEBUILT HERO:Anglia 105EBase-model Anglebox gets modern16-valver and matching running gear.

46 COSWORTHCAPRI V6Classic 90s styling and a 24-valver.

54 CLUBMEET:GloucesterOld Ford ClubPopular south west meet celebrates its10th anniversary.

70 HERITAGE: Cortina 2.0S Rare Mk4 saved and recommissioned.

Features

54

SUBSCRIBE!SEE PAGE

12Contents

116 BUYING GUIDE: Fiesta RS1800Getting rarer and more collectible by the day, whatyou need to know if youre buying a Fiesta RS.

ON THECOVER

5 TERDSEEPAGE14

ON THECOVER

December 2014 7

December 2014Regulars

Classic Ford Tech

78

88

43 FAST ROAD BUILDS Five specialists reveal what car and engine combo theyd build for the road.

52 ESSENTIAL SWAP INFO What you need to do, and why.78 HOW TO: Chrome plastic Step-by-step guide to making those glassfibre parts look like the real thing.

84 OUR PROJECTS Updates on Robs Zetec Capri project.86 EXPERT CLINIC 88 ON TEST: Axle stands Seven sets put through thier paces. 128 PROJECT HUNTER

The cars you should buy and modify.

74 NEXTISSUE124 READERCLASSIFIEDS:

Cars and parts for sale and wanted.

14 NEWS: Classic Ford Show 2015 date revealed, no more tax discs, plus Rusty Cornerand Image Of The Month.

66 WHATS ON72 MAILBOX

Your letters, emails and comments.

18 PRODUCTS: The best new parts and goodies for your classic Ford projects.

128

ON THE COVER

92 MK1 ESCORT TRACK CAR The search for the ultimate track toy led Paul Reene to create this brutal XE-powered with all the trimmings.

128

p18

8 December 2014

THIS IS KEVS FIRST FULL-ON RESTORATION, AND HE TOOK THE CAMPER ON BECAUSE HE

SPOTTED IT FOR SALE AND FELT SORRY FOR IT...

Van:1959Thames400EDormobile camperStart condition:Rusty, non-runninganddilapidatedCondition now:Major bodyworkcompleted, engine install trail tted,brakes and suspensionupgradedTime taken so far:Four year,on-and-off asmoneyand life allowsEstimated date of completion:Noxeddeadline

Name:Kevin BarlasAge: 29Job: Metal FabricatorLocation: Edinburgh

eve come across some incredible projects over the years, but this one, although

its still a while from completion, is already legendary. Why? Because not only did Kevin Barlas from Edinburgh take on a rusty Thames 400E camper van that had been sat in a eld for years one of the most complicated vehicles we know of to restore but then he decided it would be a good idea to replace the original Consul plodder engine with the quad-cam V8 and autobox from his daily runabout Lexus... as you do!

When (and if) youve got your head round that, then start to consider the massive amount of work involved in upgrades to the rest of the running gear for such a plan, plus the bespoke fabrication needed to make it all t and Kevs project becomes a bit of a brain-melter. Oh, and just a couple of extra pieces of information to really lower the jaw to the oor... this is Kevs rst full-on restoration, and he took it on because he spotted the camper on a forum post and felt sorry for it. Like we already said legend... or mad. Yes, with hindsight maybe its down to madness.

THEY CALLYour projects: By rights this 400E should have been scrapped, but that

hasnt stopped Kev Barlas from taking it on oh, and dropping in a V8...Words Marc Stretton

Photos Adrian Brannan

IT MADNESS

December 2014 9

W

your projects: thames 400eHeroes!

HybridHybrid

S P E C I A L

ENGINE SWAP

Kev has fabricated a new cradle to hold the massive auto box he plans to shift gears using the original column shift.

Howdidthiscrazyprojectcomeabout?I had a Mk2 Consul, which Id stumbled across while on the hunt for my dads old Morris Minor, so had become a member of the Pre-1967 Ford Owners Club. One day a forum post popped up with details of the camper and that it was for sale. It looked sad and in need of rescue, so I bought it, and it came pretty cheap too, which helps.

Is this really your rst restoration?Yes. Id put sills on the Consul, but that was about it for car restoration. Ten years working for a blacksmith and then several metalwork fabricators means I wasnt too scared of cracking on with it though.

Was the bodywork very bad?Some of the major sections, including the chassis and front panel were actually very good. But the roof could be lifted off in places and its gutters were terrible. These are very

10 Deember 2014

WITH NO REPAIR SECTIONS AVAILABLE, EVERYTHING HAS HAD TO BE RECREATED

Kevs playing the long game with this project: hes wisely not set a deadline to nish it.

Braking now courtesy of Mk2 Transit discs and callipers.

Original front panel has been saved.Capri donated its axle.

complicatedtoxand Ihadsomesectionsmadeup,which I let in, insmall lengthsatatime.All aroundtheedgesat thebottom,especially thedoorsteps,wasbadtoo.Andwithnorepairpanelsavailableeverythinghasbeenrecreated,sometimesusing justtheremnantsof theoriginalsteelasapattern.All very time-consuming.

Wheredoyoudothework?I sharea largeworkshopwitha friend,sohaveplentyofspaceandearlyon Idesignedandttedadodecahedron-shapedrolloverframetoturn thevanforaccessthrough360-degrees.Thathelpeda lot. I alsomadeahome-mademetal folderwhichhasbeenusedextensively formakinguppanelsandrepairsections.

Werethecamper interiorandroofsalvageable?Thepop-uproofwillneedsomestitchingbutissaveable,but the interiorwasscrap.Working in thesalvage industry, I shouldbeable tondsomeperiod-styleseats,bedsandcupboardsandcamperaccessorieswhenthetimecomes.

Whatotherupgradeshaveyoudone?Thebrakesandsuspensionobviouslyneedupgrading,andthereshadtobea lotoffabricationandengineeringwork to improvethings.Thesuspension isall refreshedwithSpaxdampersandthefrontbrakesarenowTransitMk2venteddiscsandfour-potcallipersonmodiedThameshubs.Therearaxle isaCapriSalisburyone,as it is thesamewidthasthevansoriginal.

Whatwill theoverallstylebe?Iwant it to lookstandard,so Icanpullup totheboyracersat the lightsand leavethemstanding,notknowingwhat justhappened.So,aperiodpaintshadeandbandedsteelstheoriginal15 inchonestOKover thebiggerbrakes.

Yousaytheresnocompletiondate inmind.Whynot?Becausetheresnorush,and Idontwant tocompromiseonthequalityofworkbytryingtowork toadeadline.Plus forevery job Icanthinkneedsdoingtherewillbe10that Ihavent thoughtof.Therewillbeabitofabreaksoontoo,as Imaybe losingmyworkshop,buthavespacetobuildabiggarageathome.Theprojectgetsnishedwhen itgetsnished.

Doestheextentoftheworknotoverwhelmyou?Itwouldmostpeople.No,but itprobablywould if I lookedat thevanasawhole.Right fromthestart Ihavelookedonthecamperasaseriesof tasksand Imakesure Inishone jobbeforestarting thenext. I like to thinkanything ispossible,soknowIcannish...oneday!

Anyoneyoud liketothank?Yes,mydadJohnandbrotherRossforalltheirhelp,plusmyverysupportivewifeJanka,whohaseven joined inatsometimes.Also Ihavehadmassivehelp fromSandyGlenof theFord400EOwnersClub(www.thames400e.freeserve.co.uk),withtipsandadvice,andalsomaterials, toolsandequipmentborrowingfromworkwww.holyroodarchitecturalsalvage.com.

Foramuch-more in-depth lookatthisawesomeproject,Kevhasdetailedhisworkoverthepast fouryearsonthePre-1967FordOwnersClubforum...Wellworthacheckout,butgiveyourselfa fewhours togothroughthe19-page(andcounting) thread:www.pre67Ford.hyperboards.com

FIT IT:LEXUS V8 INTO THAMES 400E

Fortunately, the starting point is that the engine block ts between the original chassis rails and I used some custom mounts with BMW rubbers, says Kev. To get it to physically t a lot of original engine bay and seat-base metalwork has to disappear, and then be reconstructed on a bigger scale. The sump is modied to clear a steering arm, theres a fabricated gearbox cradle and Ive had to reposition the throttle body, but apart from that it all goes pretty easily, with custom exhausts on the list to be made up later. Using the auto box I should be able to retain the column-change lever, too!

December 2014 11

your projects: thames 400e

V8 inside: the Thames will be a proper sleeper when its nished.

Kev had to reposition the V8s throttle body.

Now it sits neatly under the engine cover.

Most of the bottom half of the van was rotten. Panels are thin on trhe ground so Kev has had to make up his own.

The van was bad when Kev rst got it. Very bad.

New engine neatly ts between the chassis rails. The steel wheels are staying though they will be widened.

Heroes!

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14 December 2014

he Classic Ford Show Europes largest classic Ford event will take place on Sunday, May 31, 2015, once again at the world-famous

Santa Pod Raceway.If you love your classic Fords you will love what this

show has to offer. There will be all-day strip action, Ford-only run-what-yer-brung, breathtaking stunts from the best in the business, thousands of club cars on display and we havent even touched on all the feature areas at the show! So start working on those project cars now and put this date on the 2015 calendar!

T

TAX DISCS ABOLISHEDNo need to display the disc on your classic Fords screen.From last month, drivers in the UK no longer have to display a paper tax disc on a vehicle windscreen. You will still need to pay vehicle tax and the Driver and Vehicle Licensing Agency (DVLA) will hold a digital record.

To drive or keep a vehicle on the road you still need to pay vehicle tax and you will still get a renewal reminder when your vehicle tax is due to expire. This applies to all types of vehicles including those that are exempt from payment of vehicle tax.

If you have any remaining months left on your current paper tax disc from October 1, 2014, you can either remove the tax disc from your vehicle or display the disc until it expires.

From now on, when buying a vehicle, the vehicle tax will no longer be transferred with it:

You will need to get your new vehicle taxed before you can use it, or alternatively, tax your car at a Post Ofce branch that deals with vehicle tax.

If you sell a vehicle and have notied DVLA, you will automatically get a refund for any full calendar months left on the vehicle tax.

You will no longer need to make a separate application for a refund of vehicle tax. The DVLA will automatically issue a refund when a notication is received from the person named on DVLA vehicle register that:s4HEVEHICLEHASBEENSOLDORTRANSFERREDs4HEVEHICLEHASBEENSCRAPPEDATAN

Automated TreatmentFacility.s4HEVEHICLEHASBEENEXPORTED

s4HEVEHICLEHASBEENSTOLENs4HEVEHICLEHASBEENREMOVEDFROMTHE

road and the person on the vehicle register has made a Statutory Off Road Notication (SORN).s4HEPERSONONTHEVEHICLEREGISTERHAS

changed the tax class on the vehicle to an exempt duty tax class.

The Classic Ford Show is just seven months away!

Europes best show cars will be attending.

31.05.2015

The classic Ford-only drag strip is open all day.

All Classic Ford Show tickets will be initially going on sale in January 2015. You may think thats a long way away, but it pays to be quick literally! as there will be special Early Bird offers for those who plan ahead.

Dont miss out on all of the latest news and the Early Bird ticket offers by signing up to the Classic Ford Show newsletter. Go to www.classicfordshow.co.uk and follow the link.

TICKETS ON SALE JANUARY

Expect surprises at The Great Unveiling. Shades and 50s shirts optional.

Say goodbye to the little round disc.

classic ford news

FLYING HIGHYou cant beat a bit of closed-road rallying for capturing Escorts mid-ight. Heres Rob Smith and Alun Cook on their way to second overall in the International event and rst in the Historic class on the Manx Rally in their RSR BDG-powered Escort. Photo Mark Writtle Photographic

Terminally-rotten old Fords. Even on holiday theres no escaping the lure of a potential classic Ford project. Just ask Pat Burns who spotted this two-door Mk3 Cortina on a building site near Mesao Frio in Portugal while on his holibobs recently. The builders were a little bemused by my interest in the car, reckons Pat, though Ive no idea what the other lash-up of a car was keeping it company. Spotted an unloved Ford? Email photos and details to: classicford.ed@kelsey.co.uk.

Over the past few years, ethanol has struck fear into the hearts of many classic Ford owners. British Motor Heritage (BMH) can now offer a solution - the supply of ethanol-free fuel. The company is now offering both unleaded and leaded ethanol-free petrol, courtesy of the American supplier VP Racing Fuels. It is being sold in drums of 5 or 54 US gallons (18.93 or 204.41 litres).

Both these ethanol-free fuels have a shelf life of up to two years and provide extra protection against detonation.

Thecostofan18.93 litredrumis67.50,whichequatestoapriceof3.57per li dutyandVAT),plusdeliver nt.www.bm

ETHANOL-FREE FUEL LAUNCHEDClassic-friendly juice on offer.

Not voted for your Classic Ford Of The Year yet? Then hurry, as voting closes on November 14!

There are 12 stunning classic Fords to choose from all featured in the magazine over the last year and you can vote for your favourite either by text or on our website at www.classicfordmag.co.uk.

Turn to page 24 to see all of the 12 nominations, and to nd the full details of how you can place your vote.

Well reveal the winner in the January 2015 edition, on sale December 5, 2014.

IMAGE OF THE MONTH

FOR YOUR FAVOURITE

CAR OF THE YEAR

A

D

GJ

Weve seen some great feature cars in 2014,

now its up to you to select your favourite!

A. Anglia 105EOwner Steve MossFeatured Decembeer 2013Bu lt from sc atch by Steve hsdad and frends this bespokerace car is a work of art that unsa top spec XE engne Aguaranteed head turnerB. Fiesta XR2ner Sean Chessumtured December 2013the stars of last yearsnve ling Seanswed Yamaha engnedis a feat of cleverthat rea ly looks the

a 3.0Sd2014hingly

1 sitsds tosex

running a 2 l tre Zetec on bikecarbs Robs homebu lt 300Egives new meaning to the termrapd del very

F. Capri 3.0SOwner Wayne ChampionFeatured May 2014If you descrbed your dream-spec Mk3 Capri the chances are Waynes hrot le bodied, Cossie 24 valver drppng wth Series X goodes would be it Stunning.G. Escort RS2100

Owner Steve CroppFeatured Summer 2014Pa t of our Class Of 2014 lne-up, this Escort has t a l with ad fferent take on the RS2000 livery and exquisite a tenton to detail One of our favou ite Mk1 Escorts of recent yearsH. Anglia 105EOwner Tom CroppFeatured July 2014Lke father like son Tomscreated ths unque arched 105E

bu lt to roam the road and stripthanks to a top spec C ossflowFast and showstoppngI. Thames 400Ewner Malcolm Midgleytured Summer 2014ously d ff cu t to restoreeless Malcolm went theturnng ths once rottento a rare and che ishedords early 60slassc

J. Mk1 Cortina GTOwner Tony Bar owFeatured January 2014Drppng wi h perod 60s cool (and parts), Tonys Alan Mann Racing-liveried Mk1 looks the part and and sounds it, too, thanks to a Throbnozzle Racing Pre-Crossflow.

K. Mk1 Fiesta Owner: Christian PikeFeatured: Summer 2014Inspired by the awesome 1979 Monte Carlo-spec works Fiestas, Christians built this cracking tribute, only with more-modern running gear and even better looks.

L. Mk1 Capri Owner: Dave MagenisFeatured: August 2014Restored not once, but twice by Dave, this Mk1 has all the right ingredients for a classic early Capri with a fruity Pinto, uprated running gear and drop-dead gorgeous body and paintwork.

HOW TO VOTEChoose the car you want to vote for from the selection above, then head online to our website at: www.classicfordmag.co.uk

and follow the instructions. Voting closes November 14,

2014.The winning car will be revealed in the January 2015 issue, on sale December 5.

FOR YOUR FAVOURITE

2014

CAR OF THEYEARB

C

E

F

H

IK

L

CLF218.vote.indd 23

s where rele n,

tte

Mk3 looks like an abandoned resto.

FRONTEND

Established way back in 1982, the Mk1 club has long had an enviable reputation for its spares programme actively remanufacturing many items to help keep these 60s classics on the road. But the club is much more than a spares outlet, with a busy, bi-monthly magazine, decent tech advice, regular pub meets and the annual Cortina Rally which attracts enthusiasts from all over Europe.

Membership costs 30 per year for UK enthusiasts, and you can nd out more and join up at www.mk1cortina.com.

CLUB PLUGMk1 Cortina Owners Club

The Mk1 club welcomes standard, modied and competition cars.

BE SURE TO RATE &

REVIEW US +++++

GET IT ON THE MOVEDownload the digital edition today!http://bit.ly/classicford

Whats inside the January issue! Here are three reasons not to miss the next issue:1. Included with all print editions will be a cracking 2015 poster calendar to keep you entertained all year.2. Well be announcing the Classic Ford Of The Year along with a whole host of trophies in our special Classic Ford Awards feature.3. Were having a sleepers and street racers themed issue, so expect many ne Fords built to win the trafc light grand prix.

The January 2015 issue hits the shelves and is available to download from Friday, December 5, 2014. Why not subscribe to make sure you dont miss it? Check out our latest offers on page 12.

COMING UP

LancasterInsuranceClassicMotorShowWhen:November14-16Where:NEC,BirminghamB401NT,UK

Where to go this month

Whats going on: The last place you want to be, is an outdoor car show in the UK in November, which is why the Lancaster Insurance Classic Motor Show, held rmly indoors at the NEC for many years, is the perfect place to be this month. Tens of thousands of classic car enthusiasts converge on the halls for a long weekend of old-school celebration. Blue Ovals always play a big part thanks to the efforts of the classic Ford clubs, with top displays spanning the entire old Ford spectrum, plus the Meguiars Club Showcase Finalists features a stunning Escort RS1600 and Cortina 1600E in its line-up. Check out the cars, buy spares, tools and consumables or even watch Mike Brewer and Edd China from Wheeler Dealers.Find out more: www.necclassicmotorshow.com

Is this Cossie-powered Fiesta van the ultimate street sleeper?

Expect only the nest classic Fords on display at this months Classic Motor Show at the NEC.

18 December 2014

BEADING MARVELLOUS WAX34.99 Valet Pro

Theres no shortage of automotive waxes on the market at the moment, but this latest formula from Valet Pro called Beading Marvellous offers 3-6

months of high gloss protection, all while acting as an effective barrier to road grime. Valet Pro reckon its paste consistency makes it easy to apply by hand or machine, and they say it needs just 5 minutes to cure before it can be buffed off. Impressive.Contact: 01892 277001www.valetpro.co.uk

WE THE TERRORS T-SHIRTSFrom 16 We The Terrors

We The Terrors have just released a new range of cool T-shirts. The latest designs include these Mk2 Escort Mind the Gap, and RS200 Beast of Boreham T-shirts, along with many more great graphics. Various colours available, in sizes ranging from small to XL. Check out their website for full details.Contact: www.wetheterrors.bigcartel.com

ESCORT FRONT CHASSIS RAILS

TBC MagnumMagnum Car Panels are on a roll right now. The latest goodies to arrive from them are these engine bay chassis rails for the Mk1 Escort. Both right and left-hand sides are available and they come with the crossmember captive mounting nuts as per original.Contact: 01706 359666www.magnumclassicfordpanels.co.uk

COSWORTH YB DISTRIBUTOR SENSOR

50 WebconWebcon have just released a genuine Weber-

Marelli replacement distributor pick-up sensor for thCosworth YB range of engines. Suitable for both 2wd a

4wd units the sensor is available now from Weber dealefor just 50.Contact: 01932 787100www.webcon.co.uk

C

classic ford gear

1150 eIf youre building the ultimatespec Anglia then take a look atwhat Ray Gimberts just hadproduced. These beautifully-produced doors feature both carbon bre outer skins and frames and weigh just 2.8 kg each with the standard Anglia weighing 15.5 kg, that makes them over ve times lighter! Not cheap, but then the ultimate never is.Contact: 07785 278445

ULTIMATE QUIK INTERIOR DETAILER12.99 Meguiars

Ultimate Quik Interior Detailer is an interior cleaner that safely cleans all those areas in your classic Ford that you come into contact with everyday such as steering wheels, stereo, dash, door panels and centre consoles.The deep cleaning formula dries fast and leaves behind a clean,

n shine that Meguiars or weeks.

2416696rs.co.uk

SPEEDO CABLESFrom 13 Burton Power

When owning and maintaining a classic Ford, its often the smaller parts that get overlooked. Things like a dodgy, inaccurate, or non-existent speedo can really dampen the driving experience. But thanks to Burton Power its now easily xed, with new speedo cables available for most Ford gearboxes (including the Cosworth range) and with prices starting at less than 13.Contact: www.burtonpower.com

OOK VERS

9.99 Richbrooker around the corner you lot worse than invest in one

car covers from Richbrook. e includes a large variety of

Ford models, and they can be d with Blue Oval badging. The feature besp[oke door mirror

ts, elasticated hems and a chable strap for easy tment. The thable fabric allows damp and

densation to evaporate, and the ecial bonded coating means that 95 r cent of standing water runs off.

They even fold down for simple storage, easily tucked into the special bag provided.Contact: 01328 862387www.richbrook.co.uk

CLASSIC FORD SUBSCRIPTIONFrom 20 My Favourite Magazines

Stuck for what to buy your classic Ford-loving better half for Christmas? Afraid the in-laws will buy you yet another useless ornament for the garden you never go in? Then may we recommend a gift subscription to the worlds biggest and best-selling classic Ford magazine! Delivered straight to yours or your loved-ones door for the next 12 months, you get 13 issues of old Ford goodness, typically saving 20 per cent off the cover price. Its not just conned to the UK, too; your favourite Ford magazine can be delivered all over the world, in print or digital form.Contact: 0844 8482852 (international +44 1604 251045)www.myfavouritemagazines.co.uk

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DURATECYOUR FORD10 steps to modern16-valve power!

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20 December 2014

RATCHET WRENCH19.74 Sealey

This 3/8-inch square drivratchet wrench is madevanadium steel, hardened andtempered, with a fully polished mirrornish. Its 72-tooth ratchet action is ideal for use in conned areas, and it features a pear-head with ip reverse, push-button quick release and offset handle with anti-slip comfort grip.Contact: www.sealey.co.uk

DIAL BORE GAUGE77.94 Sealey

This is a great tool for checking the state of wear with the piston bores in an engine block. Offering a precision mechanism with 55 mm dial and locking rotating bezel, the gauge gives an accurate method of measuring a bore or detecting if taper or ovality is present. It will evenindicate the deviation from the set sizeby up to 5 mm, with an accuracy of 0.01mm. Also included is the probe body, dialindicator, anvils and spacer rings.Contact: www.sealey.co.uk

ve gear-to-geare from chrome

ADE IMPERIAL R GAUGEraper Tools100 mm long taper blades, and polished for accuracy

and long life, each blade is marked with its size and folds into a polished steel case with thumbscrew. Blade sizes as follows: 0.0015, 0.002, 0.0025, 0.003, 0.004, 0.005, 0.006, 0.008, 0.009, 0.010, 0.011, 0.012, 0.013, 0.014, 0.015, 0.016, 0.017, 0.018, 0.019, 0.020, 0.021, 0.023, 0.024 and 0.025 inch.Contact: www.drapertools.com

GAZ SIERRA DAMPERSFrom 61.03 each GAZ Shocks

For a car that was so popular in its day thereSierras left, but its suspension lives on in numcompetition vehicles and GAZ can offer adjudampers for almost all of them. The exampleis actually a pair of GAZ dampers for a SierraRod car, but GAZ also produce dampers forand four-wheel-drive Sierras, early (82-84) SSierra models, estate car versions, XR and RS models. All GAZdampers can be adjusted for bump and rebound by a knob onthe side of the damper body. GAZ can supply the dampers setup for general road use and they will also be suitable for occasional track slalom and sprint use, or they can be set up for serious racing and rallying use if you wish. GAZ dampers and inserts feature a zinc plated body with a durable plastic sleeve for the exposed rear dampers to keep them looking good and working well. Worth remembering if you are planning on restoring one of the few Sierras left.Contact: www.gazshocks.com

RS500 INTERCOOLER295 Burton Power

The benets of a highly-efcient intercooler is nothing new, and neither is the legendary RS500-style front mount item for the Sierra/Sapphire Cosworth. But what is new is this particular intercooler from Burton Power. Using the latest moulded end tank design (opposed to bent and welded end tanks) and a 60 mm aluminium core Burton claims this

intercooler signicantly outperforms the original Ford item, offering a temperature drop of 103.5 degrees

compared the 80.2 degrees reduction from the stock cooler.

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Weve seen some great feature cars in 2014, now its up to you to select your favourite!

22 December 2014

A. Anglia 105E Owner: Steve MossFeatured: Decembeer 2013Built from scratch by Steve, his dad and friends, this bespoke race car is a work of art that runs a top-spec XE engine. A guaranteed head-turner.

B. Fiesta XR2 Owner: Sean ChessumFeatured: December 2013One of the stars of last years Great Unveiling, Seans homebrewed, Yamaha-engined Fiesta XR2 is a feat of clever engineering, that really looks the part, too.

C. Granada 3.0S Owner: David WardFeatured: October 2014Rare as you like, and achingly cool, Davids restored Mk1 sits superbly over those banded steels. It sounds great thanks to the Burton Power-built 3.1 Essex

D. Escort Harrier Owner: Cyril HughesFeatured: March 2014Restored as a tribute to his late brother, this Harrier is now better than new, and proof that sometimes classic Fords are best left alone.

E. Thames 300E Owner: Rob DowlingFeatured: December 2013You cant beat a well-modified Thames, especially one thats

running a 2-litre Zetec on bike carbs. Robs homebuilt 300E gives new meaning to the term, rapid delivery.

F. Capri 3.0S Owner: Wayne ChampionFeatured: May 2014If you described your dream-spec Mk3 Capri, the chances are Waynes throttle bodied, Cossie 24-valver dripping with Series X goodies would be it. Stunning.

G. Escort RS2100 Owner: Steve CroppFeatured: Summer 2014Part of our Class Of 2014 line-up, this Escort has it all, with a different take on the RS2000 livery and exquisite attention to detail. One of our favourite Mk1 Escorts of recent years.

H. Anglia 105E Owner: Tom CroppFeatured: July 2014Like father, like son, Toms created this unique, arched 105E built to roam the road and strip thanks to a top-spec Crossflow. Fast, and showstopping.

I. Thames 400E Owner: Malcolm MidgleyFeatured: Summer 2014Notoriously difficult to restore, nevertheless Malcolm went the distance, turning this once-rotten Thames into a rare and cherished example of Fords early 60s commercial classic.

J. Mk1 Cortina GT Owner: Tony BarrowFeatured: January 2014Dripping with period 60s cool (and parts), Tonys Alan Mann Racing-liveried Mk1 looks the part and and sounds it, too, thanks to a Throbnozzle Racing Pre-Crossflow.

K. Mk1 Fiesta Owner: Christian PikeFeatured: Summer 2014Inspired by the awesome 1979 Monte Carlo-spec works Fiestas, Christians built this cracking tribute, only with more-modern running gear and even better looks.

L. Mk1 Capri Owner: Dave MagenisFeatured: August 2014Restored not once, but twice by Dave, this Mk1 has all the right ingredients for a classic early Capri with a fruity Pinto, uprated running gear and drop-dead gorgeous body and paintwork.

HOW TO VOTEChoose the car you want to vote for from the selection above, then head online to our website at: www.classicfordmag.co.uk and follow the instructions.

Voting closes November 14, 2014.The winning car will be revealed in the January 2015 issue, on sale December 5.

FOR YOUR FAVOURITE

201

CAR OF THE YEAR

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E

F

H IK L

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26 December 2014

MK2 ESCORT

Just how do you fit a 400 bhp V8 from a dead Australian Monaro between the front wings of a Mk2 Escort? Read on and find out!Words Jamie Arkle Photos Adrian Brannan

Aussie

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s there anything better (in the car world at least) than an engine swap? Theres nothing to touch physically transplanting the heart

from one car to another, both in terms of the added performance itll almost certainly bring, and because of the sense of achievement it entails. There isnt much you can do to a car thats more rewarding than a successful motor swap and, more often than not, one leads to many other, more complex exchanges further down the line. Of course there are a number of set menu swaps in the old Ford world, and, though well most certainly never tire of seeing Zetecs and YBs transplanted between the wings of Escorts, Capris and Cortinas, theres also something to be said for going off piste and

doing something totally different, something seriously challenging.

Enter stage left, Finlay MacPherson, the owner and builder of this monstrous Mk2 Escort, a car with the kind of engine to make Ford purists break into a sweat, and leave the rest of us slack-jawed with awe.

I set out with a project car in mind, but at the start I just wanted something old and rear-wheel-drive that I could put a powerful engine in Ive got a thing for making old cars go stupidly quick, Finlay laughs.

Blast firstIn late 2011 an Escort shell was located, a bare, rolling one with an X-pack kit thrown in for

good measure. The seller had given it aonce over with a coat of primer, so it actuallylooked a lot better than it was, and it was only when he got it home, removed the kit and had a good poke around the Finlay discovered just how much work hed given himself.

A shotblasting session painted an even clearer picture, with a list of areas that needed urgent attention running to the rear three-quarters, the boot, the oor, the chassis rails and the sills everything bar the outer skin. The one silver lining to all this? It gave Finlay the opportunity to strengthen the whole front end and add a comprehensive cage, an important addition, as by this point hed decided what kind of propulsion the car would have.

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I SET OUT WITH A PROJECT CAR IN MIND, SOMETHING CLASSIC AND

REAR-WHEEL-DRIVE THAT I COULD PUT A POWERFUL ENGINE IN

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Rollcage is comprehensive, andconsidering Finlays alreadyhadone incidentwith thecar,probably very necessary!

Original dashhad to go, so Finlaymadeupanalloy one to go in its place. TrickRaceTechnologydigital display cuts downon theamount of gaugesneeded.

17 inch ImageBPSsplit-rimsll theTarmacarchesnicely.

28 December 2014

MK2 ESCORT

It started out with an evening browsing the internet, then I spotted a crashed 2004 Monaro near Birmingham. The idea of a V8 Escort sold me the LS1 there and then, and I headed down with a van and a load of tools.

Freeing the engine from its Aussie home was simple enough, and before long Finlay found himself with the LS1 and gearbox sitting next to the car, trying to work out how on earth to splice the two together. Hed taken a few measurements from between the strut tops so knew that it could physically t, but wasnt sure how much bulkhead hed have to cut away. Of course, tting an engine this big into a small, 70s Ford was always going to throw up obstacles along the way, and weve covered the tting process in greater detail in the boxout. Sufce it to say that packaging was the biggest issue; Finlay could get the V8 in place, with the leading cylinders just behind the Escort struts, but successfully packaging the various ancillaries took a lot more work.

Heading up The biggest issues Finlay encountered were the headers and the steering column, and both had to be modied to work with each other and within the connes of the shell. Curing the former involved buying an aftermarket part from the US that looked right, then notching the chassis rails to accommodate it. This eventually led to Finlay plating and strengthening the whole front end, from the foot of the drivers seat to the slam panel. There was no room at all for a steering column between the headers and the block, so Finlay ended up making a hybrid out of various old Escort ones, with roller bearings at one end and a sleeved centre section for strength. He then had to remove an excess casting from the block and space out the head and manifold ange by a few millimetres, all to allow just enough space for everything to sit.

It took a lot of work, loads of cutting a welding. Ive near enough remanufactured the entire front end and transmission tunnel, with just the outer skin and the location of the front struts left as Ford intended, explains Finlay.

The rear end was, if anything, even harder, and thats despite it consisting of hardware a lot more familiar to your average Escort builder. The Monaros rear end wouldve been ridiculously big for the Mk2, so Finlay instead opted for a Fostek-built Atlas, with a beefy, custom prop leading to a the Tremec six-speed box. Making all that t eventually resulted in Finlay semi-spaceframing the rear end, with new chassis rails and a boot oor built around the mechanical components. This also allowed

So,howdidhedo it? Finlayusedcustommounts toget theenginein thebay,with the front endof theblock eventually resting in linewith theEscort strutmounts (idealforweight distribution).Thatmeans that thebulkheadhastotally gone,alongwith any traceof theoriginal transmission tunnel.Finlayhashad tobuild all theseessential bits around thedriveline,with theentire front endstrengthenedwith 3mmplatingandanew, recessedbulkhead setmuch further back. Itmight soundsimple,but the really taxingaspectof thebuildhasbeen squeezingthemanifolds andvariousancillaries into thebay!

FIT IT:LS1 INTO MK2 ESCORT

Camber-adjustable top mounts set the Escort up for track work.

15-gallon fuel cell needed to cope with the LS1s thirst.

It was a lot of work for Finlay, but the LS1 is in the hole and its not going anywhere. Note how much of the bulkhead had to be remade.

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Six-linked, Fostek-built Atlas axle is man enough to cope with the V8s grunt.

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him to site the Group 4 six-linked rear endexactly where he wanted, an importantconsideration as he wanted the nished car to goin roughly the direction he pointed it!

The build progressed apace, to the pointwhere Finlay soon had the car dry built, with theengine, transmission, brakes and suspension allin situ. He then promptly hauled it all out andsent the bare shell off to a local rm to beprepped and painted.

Id asked the fella not to go too nuts withthe nish, as this was always going to be a car tobe used hard. I got back to nd that hed goneto town on it though, and the nish really wasstaggering Id ended up with a show car!

Big grinsWith the end in sight, Finlay sent the freshlypainted Escort (now reunited with its runninggear) to Ben Lord of Crosshill Sports andClassic Cars to be wired up and MoTd. Wedont know what his expression was when hegot the completed, road-legal car back, but weimagine he was grinning like a Cheshire cat and who could blame him; he now had a V8Escort, good for 400 bhp and 435lb.ft!

Sadly the tale doesnt end quite there and, inFinlays own words, there was a twist, orrather a spin.

Expect to see car and owner on a track near you soon.

Spot the details: fuel ller has been relocated higher up.

How hard does this look?

It was only the third time Id driven the car, it was a dry day and I wasnt pushing it... I just got caught out coming off a roundabout and spun it into a hedge, just missing a lamp post, sighs Finlay.

Gutted doesnt even come close to expressing how Finlay felt, but he wasnt put off. The accident happened in April, and by July (after months of arguing with his insurers, some bodywork and another coat of paint) he was back out in it, the Escort looking better than ever. Hes now in the enviable position of owning one of the mightiest rear-wheel-drive Escorts in the UK, with track days booked in for next year, plus plenty of shows all over the country. Over 400 bhp in a car weighing 1083 kg? That sounds like a good recipe to us!

THE PAINT FINISH WAS STAGGERING IVE ENDED UP WITH A SHOW CAR...

30 December 2014

MK2 ESCORT

Tech SpecBody

1976 Escort Popular shell, full bare-metal restoration with lots of extra strengthening, smoothed rear end, fibreglass bonnet, boot, rear bumper, steel front quarter bumpers, extra wide 15 inch Tarmac wheel arches, link boxes, rear turrets, bespoke front and rear firewalls, boot floor and transmission tunnel, six-point weld-in roll cage with extra bracing, raised fuel filler cap, plexi-glass windows all round, heated front windscreen. Weight: 1084 kg with full tank of fuel

Engine2004 GM LS1, rear-bowl sump, Aeromotive fuel pump, fuel pressure regulator and fuel rails, Facet lift pump, swirl pot, 15 gallon fuel tank, MBE 9A9 ECU, alloy flywheel, Griffin radiator

TransmissionLS7 Clutch, Tremec T56 six-speed box, 500 bhp-rated propshaft, 18-spline halfshafts, Gripper diff, 3.75:1 ratio, Fostek Atlas axle

SuspensionFront: fully adjustable front end, Gaz Gold coil-overs with 350 lb springs, alloy hubs, front strut brace, camber-adjustable top mounts Rear: Avo coil-overs, 175 lb springs, fully adjustable six-linked rear end

BrakesFront: Wilwood four-pot callipers, 270 mm discs, Group 4 pedal boxRear: Sierra Cosworth discs and callipers

Wheels and Tyres9x17 inch Image BPS alloys all round, 235/35R17 Falken tyres

InteriorFibreglass seats, four-point harnesses, Race Technology Dash2 LCD Dash, custom alloy dash, toggle switches for instruments

ThanksBen at Crosshill Sports & Classic Cars (01356 622827), my old man, Lachie and girlfriend, Nicola

Nissan SR20DETPros: Cheaper than a Cosworth YBCons: Not as easy to t

In a lot of ways, the SR20DET is Nissans version of the mighty Cosworth YB. A turbocharged twin-cam, 16-valve 2-litre with an iron block and alloy head (though with chain-driven rather than belt-driven cams), its strong and easy to tune, though features slightly less exotic bottom end components.

Its got a lot going for it engines arecheaper to source than the YB and routes to more power are well-known and proven. On the downside, youll need to use a Nissan gearbox and mounting one either involves hanging it off the chassis rails or making up your own set of mounts.Capacity: 1998ccFound in: Nissan 180SX, 200SX, Pulsar GTI-R, Silvia

Lotus twin-camPros: Looks the partCons: Expensive

Fords rst foray into a production twincam engine, the Lotus-designed eight valver was based on the Cortinas 1500 Pre-Crossow bottom end, but with a cast alloy head. Blocks were bored to 82.5 mm from the standard 80.96 mm, and like the BDA there have been many derivatives so you need to know your stuff. For instance, the Mk2 versions having a thicker casting to more reliably carry the increased capacity that allowed 1558cc. These later engines also had square mains caps the same as 711M-block Crossows, proper oil seals as opposed to the Mk1s ddly rope-type, and stronger 125E conrods.Capacity: 1558ccFound in: Lotus Cortina, Escort Twin Cam, Lotus Elan and Europa

Vauxhall/Opel XEPros: Strong, easy to tuneCons: That GM thing...

Yep, its not Ford but it is excellent but then, what do you expect from a Cosworth KBA? The earlier Coscast engine is ideal it comes with forged pistons, while tuning potential is almost instant. Swap the induction, cams and exhaust and 200 bhp isnt that far away. Or convert to SBD Motorsports complete taper throttle body system and that power is near bolt-on. Turning to rear drive is pretty easy too, with either Manta components (sump and ve-speed box), or a Yukspeed sump and one of SBDs two types of bellhousing for a Type-9 conversion. Simple.Capacity: 1998ccFound in: Vauxhall Mk2 Astra GTE (Opel Kadett E GSi/GTE), Mk3 Cavalier GSi/SRi, Calibra 16v and Mk3 Astra GSi

Want to know what your all-time favourite engines for dropping into classic Fords are? Read on.

TOP 10 Your Top 10 Transplant Engines

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1600 CrossflowPros: Easy to tuneCons: Only a 1600

The Crossow was introduced in the Series 2, Mk2 Cortina in late 1967, then revised in 1970 into the infamous 711M, sporting a at-face head, larger followers, thicker block amongst other traits. Tuning potential is massive a typical road-spec of around 130 bhp using a driveable 234-type cam; meaning plenty of mid-range torque compared to the old Cosworth A-series cams.The road topper isthe 244, giving about 140 bhp withtwin 40s. Its not tricky swapmaterial, but the opposite-side carblocation can be a head-scratcher.Even then, its only master cylinderand battery clearance causing theworry. Crossows forever!Capacity: 1599ccFound in: Most late 60s to late70s European Fords

Duratec HEPros: Modern, light and clever designCons: Zetecs are currently cheaper to buyand t

Fords Mazda-derived, all-aluminium engineintroduced in the 2001 Mondeo is now the one to t,albeit at a cost.You wont pick one up as cheaply as aZetec but theyre good for 200 bhp without taking thehead off! Even then, its 220 bhp before you need toswap the rods, crank and pistons for something a touchless production.Weigh it all up and that power levelspretty cost effective too.The life of this engine is in noway over the 2.3 is obtainable over here, but morecommon in the US, while a 2.5-litres become availablethere. Its swap potentials a touch more tricky youneed a conversion bellhousing for a non-Mazdatransmission and a strong gearbox. Plus theresinduction and a water rail to consider as well notcheap, but oh so worth it!Capacities: 1999cc, 2261cc, 2488ccFound in: Mk3-on Mondeo, Mk2-on Focus

Cosworth 24-valve V6Pros: Good looks, good soundCons: Tricky to tune

The 24-valve was of course made by Cosworth; developing lovely alloy twin-cam heads in much the same way as they did for the fabulous GAA Essex-based engine.

However, in this case it is for the road - although youll only nd one in a late Granada. And with an automatic to boot! But then they put out lots of power from standard, are easily tuneable and virtually bolt in where a 2.9 did. Theyre not too pricey either.

It all seems too good to be true, and the only tricky bits nding a gearbox with decent ratios to stand up to the grunt a hybrid MT75s the only true answerCapacity: 2935cc Found in: Mk3 Granada Scorpio, Scorpio

Small-block Ford V8Pros: Massive range of tuning partsCons: Weight, fuel-consumption

Big?Well, its not that large. In fact, its smaller than a Rover and only a tad longer than a V6. And heavy yes, in standard form, but replace most of the components with aftermarket alloy and it drops like a stone. And to be honest you cant get much more classic Ford than a small block Mustang, Cobra and Le Mans friendly, theyll give you stupid power from standard, mental with mods and torque to rip out your lungs...

Its roots go back to the 1962 Fairlane, which introduced the Windsor V8, named after the engine plant in Windsor, Ontario. The famous ones are the 289 and the 302, latterly called the 5.0. And theres more available to tune them than the chip shops got chips.

To t one into your classic (British) Ford youll need fairly extensive fabrication skills apart from the Capri where, if you take care to choose the right parts, they virtually fall in.Capacity: 221 cu.in, 260 cu,in, 289 cu.in, 302 cu.in, 351 cu.inFound in: Most US Fords from 60s onwards

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2-litre PintoPros: Easy to tuneCons: Getting harder to nd

Probably Fords rst World engine, the Pinto is named after the small US car that introduced it in 1970, then we got it too in the new Mk3 Cortina. The 2-litres the most desirable engine, but even then, its really only the Sierra injection 205 block thats the current viable base for a performance plant. These mainly have unleaded heads, although the valve seats need properly checking - they can fall out! Tuning potential is huge 130 bhp is easy with a cam and induction change, while 180 bhp isnt that far away either. A big-valve head, twin 48s, high-lift cam and high compression should see this gure. Swapping is straightforward on rack-equipped cars they all have a rear-bowl sump and most use bolt-in RS2000 components. Note though, the carb and exhaust are on the opposite sides to Crossow-engined cars.Capacity: 1993ccFound in: Mk3-Mk5 Cortina, Capri, Sierra, Transit

Cosworth YBPros: Power is almost limitless

Cons: Expensive to buy, rebuild and tuneYes, they may well cost a fortune to buy in the rst place, especially a good, legit one, but they take the minimum to wire up and virtually bolt in place of a Pinto. Plus keeping the turbo means an easy 200-plus bhp, and the tuning potentials incredible bhp gures are almost limitless. But they have a serious reputation for normal aspiration, too. Prior to the 1986 launch, the YB was a Cosworth venture to convert the Pinto into a BDA beater alloy head, 16-valve, twin cam - the next-step to conquering the rally world. It didnt quite work out that way but there are plenty of NA Cossies competing and powering road cars. The typical built gure is around 225 bhp but its at a cost and the conversion isnt as cheap as some of the more up-to-date options like the Duratec.Capacity: 1998ccFound in: Sierra/Sapphire/ Escort RS Cosworth

ZetecPros: Easy to nd, and tCons: Conversion costs

There are basically two series of Zetec the Silver Top and the Black Top, while the cooking ST170 is based on the latter - its American though and quite a bit different.

The Silver Top is known as the Mondeo engine, while the Black Top is the Focus engine, and both produce big power with an induction change. You can get up to 150 bhp with the standard

breathing components and around 170 with carbs/injection. 200 bhp is hard without headwork and larger-size followers, which are needed for longer duration cams.

Zetecs will mate to any Ford-pattern gearbox, so theyre easy to turn round but you will need a water rail conversion, correct rotation water pump and ideally, a rack-and-pinion equipped car. Front bowl sumps are available, but not many choose this routeCapacity: 1796cc, 1988ccFound in: Focus, Mondeo

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anglia st170

December 2014 37

When Steve Osborne came across a rare, base-model Anglia, he know just what to do build

the 16-valve Tarmac terror he always wanted.Words Marc Stretton Photos Jon Hill

unning and modifying Anglias has been in the blood of Steve Ozzy Osborne for four decades. He ramped one round

the elds before he was old enough to drive then bought his uncles 105E as a rst road-legal motor. Most of my mates were in quicker Escorts and the like, he says, so I had to have a go at modifying my Anglia you know, 1500 motor, and things just went from there.

At least 10 Anglias have come and gone over the years, and there are still several on a eet of a dozen old Fords that cant be parted with two of these having Lotus twin-cam conversions and another has just 30,000- miles from new.

Theres a problem with running old-school Anglias though, especially when you like to use them to their full potential (as Steve does), and thats reliability. After a piston broke on one of his Lotuses back in 2010, thoughts turned to the possibility of going for a new car for trips and tracks, with a modern powerplant. So the

search was on for something to go for a Zetec engine conversion with.

Too goodMy rst attempt failed miserably, Steve admits. I bought a 1200 Super, but once looked over, it was too good to mess with. The body was very sound, the interior excellent and when I pushed a cassette into the 8-track and it worked, that was it! So I now have another nice, original car in the collection...

Soon a second possible contender turned up in the classieds, and this was more promising. A rare base model 1964 Anglia solid, but obviously in need of a bit of bodywork. Having the van-type front-end was a great draw, says Steve, and I think the seller knew he had a deal on when I turned up for the viewing with a trailer. The car drove onto the trailer, but when I got home, it refused to start. That was it... this was the one to be Zetecd.

It would be a couple of years before Steve

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Lack of bumpers, Superlites and cage all add to the Anglias street racer pretensions.

38 December 2014

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Looks pretty good, doesnt it? Steve thought so too,which is why he grabbed it for his 16-valve project.

Alongside the bodywork, Steve sorted all of the upgrades. The wiring was made up by mate, Kevin.

HOMEBUILT HEROPopular engine transplants like the Zetec are perfect for homebuild projects, as tting is usually a cinch, just make sure you allow for the fact that the bodyshell may need work just ask Steve...

Almost there. The Anglia in the foreground is one of a pair of Lotus twin-cam powered examples Steve owns!

Mounting the partially-painted shell on a home-made spit meant tting the running gear was easy.

Steves cunningly routed the wiring harness through the now-redundant heater inlets on the bulkhead.

Swirl pot, fuel pump, lift pump and lter all live on top of the axle hump in the Anglias super-clean boot.

Original dealer decal is a neat touch. Hodgsons in Retford were a Ford Rallye Sport dealer, now sadly

Swept, stainless exhaust manifold looks the business.

Steves made a neat job of the Zetec install. Keeping the pipework black makes it look like a factory install, too.

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December 2014 39

Zetec ST170 engine looks right at home. Modied head and throttle bodies mean power is well up on standard.

Type-9 box swap meant a new transmission tunnel was needed.

Ex-MGF leather seats were a bargain 80 nd, and are super-comfy.

Like the rest of the car, the interior is specced for hooning. No heater needed.

made a full-on start to this project, but over that time he made sure he collected together most of the bits he needed for the conversion, including a low-miles Focus ST170 motor, Type-9 box and RS2000 axle. Before that lot could go anywhere near the shell there was some bodywork to crack on with, though.

The car was stripped, mounted on a rotating frame and... I found out there was quite a bit more work here than Id planned, says Steve. When Id looked over the car, a lot of the common Anglia rust-spots were sound, so I presumed it was a pretty good shell. Taking it apart it soon became clear that a previous owner had helped save the metalwork by stufng oil-soaked rags everywhere. These had done their job, but it was almost like the car had said, OK if you wont let me rot there, Ill just go ripe in some unusual places! The oors, rear arches, valances, A-posts and headlamp bowls needed major work, plus there were lots of small patches to be let in all round.

So a weldathon began, but with help from mate, Ian Hogg the shell came together over the next 18 months. With most of the engine, suspension and brake conversions already planned, fabrication work for the ST engine (modied bulkhead), Type-9 box (large tunnel) and Milton rear damper kit was all done before any paint was applied.

Back in shape, the Anglia briey left Steves garage for Ian to expertly lay on the Caribbean Turquoise paint.

Dropping a Zetec or ST170 motorinto an Anglia really is a piece of cake these days as some clever blokes have worked out exactly the best way to do it, and designed kits to make life every easy. Milton, Retro Ford and 105Speed are the rms you need to get in touch with.

Milton do a World Cup crossmember to allow for a rack conversion, and then youll need engine mounts and a front-bowl sump from Retro Ford. Spinning the front-drive motor through 90 degrees, causes grief with the cooling system but a Retro Ford water-rail kit solves all these problems, and a re-cored Anglia rad or VW Polo item will keep temperatures down. Engine clearance issues sometimes occur at the bulkhead, which needs recessing slightly, and if twin carbs or throttle bodies are used the master cylinders will need to be relocated.

Custom exhaust manifolds and pipes are available from many sources, with 105Speed having a range of systems, and its also a good idea to look into starter motor and alternator kits. Matching up a clutch and transmission can be tricky, with the option of alloy bellhousing, Pinto clutch and Type-9 ve-speed being a common route.

Download a 10-step guide at www.classicfordmag.co.uk.

96 Summer 2013

CFTECH

Swapp ng a Zetec nto anAng iadoesn t have o be expensive In facttheres now an almost set ormu awo ked out by the var ous specia stsand orums or the model plus a fewspec c pa ts that wi l make he wap abol - n ob among t others a med tomake your l fe a lot ea ier espec al yif you want a ve speed gearboxbehind it

But he b g ques ion is whether ore ain the stee ing box or not f t sthe la ter hen heres a mass of ki s to

v r ual y bo t in a ack and p nionconve sion w thout a te ing the shellBut t s no the cheapest opt on eta ning the orig nal set up s ar more

cos eff ct ve even with a vespeed! P us if we e al ing budgetyou don t s r ct y ne d o swap theuel ing syst m to twin sided aught

ca bs or hro tle bod es e ther dohis and it l mean mov ng he master

cy inde s We l cover the bases buthere rea ly is an easy ow budget wayo 16 valve power

1. Engine choiceIf DIYs your thing, you can make mounts off the original crossmember. The more sorted route is to use a chassis mounting kit. But for an easy life and a better result, swap the original front crossmember for a Milton World Cup converted unit. Couple this with mounts from Retro Ford Ltd the engine will be pushed a touch forward but its the simplest way.

4. CoolingThere are several options here depending how much you want to spend there are bespoke units available from the various specialists, but the most common budget route is to use a VW Polo radiator. However, its best to relocate the battery to the boot most will do this anyway but it saves altering the battery tray. Dont forget that you will need an expansion tank and pay attention to that plumbing!

5. ExhaustSince the engine wasoriginally front-d i e mos ofthe standard exh us s aretotally unsuitab e and wi lneed a purpose mademanifold and sys em to inthe con nes of he en inebay. Anglia spe ia i t105Speed has v r ua ly llbases covered n t isrespect, its parts wo k we land are a good oo ing o t on again money spe t in heright areas and y ur Ze ecAnglia life will be or ed

3. Water railZetecs were front-wheel-drive so they need turning round to t the Anglia, which also means the standard thermostat housing will clout the bulkhead. There are two solutions: Retro Ford Ltds water rail, which needs a small pocket fabricated below the bulkhead lip, or Racelines which doesnt. Ideally, the Zetec plumbing should be replicated as far as possible its quite complex but it works!

2. SumpThe original Pre-Cross ow uses a front-bowl sump in conjunction with the original front crossmember. So if you retain the steering box, youll need to replicate this layout, even with Miltons World Cup crossmember. A Mk5 Escort alloy sumps an option but its not ideal as it still needs modifying. Cash spent in the right place is the solution, and Retro Ford Ltds fabricated front-bowl steel sump is meant for the job.

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6. InductionTwin sidedraughts are the popular route to unlocking power but you will need to move the master cylinders, dictating a Milton pedal box. A cheaper alternative is a twin-choke downdraught plus an aftermarket inlet manifold. There are several, both cast alloy and fabricated steel, and these are suitable for around 135 bhp. Options for spark are an ECS unit or an ignition-only system such as MegaJolt or Omex 200.

Clutch andflywheelUse a - i re en ine nd the ig w eel a d clu ch a semb yis really only suited to a standard bellhousing set up. The best production ywheel option (with the pick-up for the crank trigger cast into the back) is that from an 1800. Commonly, these are re-drilled to accept a corresponding clutch/release according to the box youve used there are standard set ups including Pinto clutch with a Type-9.

GearboxA f ur sp eds the easiest s lu i n the Zetec be hous ng pattern matches. A Type-9 ve-speed ts either use a Retro Ford Ltd bellhousing, shifting the starter motor so it doesnt clout the steering linkage, or a Milton adapter parts, plus a 997cc bellhousing allowing steering idler and Pinto clutch clearance. The gearbox tunnel will also need enlarging and a custom prop made

8 Brakes andsuspensionAng as us d rum b akes sohe bes ro te o di cs

involves adapted Mk2 Cortina front struts coupled with modi ed TCAs the lot can be sourced through Milton although the struts are shortened Gaz units with smaller ID coil-over conversions. Disc brakes can now be tted using virtually any strut-based Ford strut of this type; including 2.8 Capri vented discs.

7. AncillariesStandard alternators are massive and often interact with the ECU which youll probably lose! Plenty of conversion kits to retro- t an ACR-type unit exist and are dead simple. If youre using the later Black Top Zetec then youll also need to swap the water pump for a more conventional rotating assembly. The coil pack will also need relocating once again, kits for this task are easily sourced.

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FIT IT:ZETEC INTO ANGLIA

I WAS GOING TO FIT THE ST170 AND LEAVE IT STANDARD BUT A MATE WHO WORKS

AT COSWORTH HAD OTHER IDEAS

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Bolt-on bitsBolting up the Milton crossmember, rackconversion and suspension, and Wilwood fourpots was easy, as its all proven kit and the RSaxle went in with an LSD tted, and Sierracallipers/Fiesta discs for the rear braking. Theengine was to be no trouble either, as RetroFord Limited is just down the road, so all itsbolt-on and bolt-in bits were used.

I was just going to install the ST asstandard, but with the Jenvey throttle bodiesand Emerald management to boost power abit, Steve says, but another mate, Pete Haley,who works at Cosworth had other ideas. Heinsisted I let him have the head and inletmanifold for some work. Im not sure exactlywhat hes done, but its pretty special as Imnow running well over 200 bhp with virtuallyno other engine upgrades, apart from aRetro Ford manifold and a custom 2.5-inchsystem I made myself.

More help came from yet another mate,Kevin Rowland, who works for Red Bull Racing Steves got some connections and thewiring loom and fuse/relay board Kevin hasmade from scratch is one excellent piece ofwork, and would have cost a fortune if Kevhadnt volunteered his services.

Retro racerThe Anglias style is full-on retro-racer, with theexterior dechromed, debumpered and withsome Superlites tucked under the arches, withjust a slight drop all round. Inside theres a rollcage, some 80 bargain MGF seats (for comfort

Tech SpecBody

1964 105E Anglia Standard (base model) shell, large gearbox tunnel, modified bulkhead, debumpered, 105Speed propshaft and heated front screen, custom Super STeed badging. Paint: Ford Caribbean Turquoise

EngineFocus ST170 Zetec, standard bottom-end, Cosworth modified head, Jenvey inlet and throttle bodies, Emerald ECU and VVT controller, custom loom and fusebox, Retro Ford sump, mounts, water-rail and exhaust manifold, Bosch high pressure pump, Facet lift pump, custom swirlpot, modified Anglia triple-core radiator. Power: 200+ bhp, 170 lb.ft torque

TransmissionType-9 five-speed, Retro Ford lightweight flywheel, Pinto clutch conversion and aluminium bellhousing, RS2000 axle with LSD and 3.54:1 final drive, Burton Power quickshift

SuspensionMilton crossmember and steering rack conversion, Milton front adjustable legs and top mounts, alloy strut brace, Milton rear damper conversion, A-frame axle location kit and anti-roll bar, 1 inch lowering blocks, polybushed throughout

BrakesFront: Wilwood four-pots, crossdrilled vented discs. Rear: Sierra calliper conversion, crossdrilled Fiesta discs. Milton bias pedal box, braided hoses, Fiat fluid reservoir under dash

Wheels And TyresSuperlite 6x13 inch alloys, with Yokohama 185/60R13 tyres

InteriorRear roll cage, MGF seats and inertia belts, Aldridge door trims and headlining, Elliot rev counter, Racetech oil pressure and water temp gauges, Mk3 Escort gearlever surround, original supplying dealer sticker on dash

ThanksMy wife, Debbie for choosing the colour and kicking me out to the garage when I was flagging on the project, Ian Hogg from Andy Gormley Cars, Dave Colledge at Retro Ford Limited, Dave Walker at Emerald, Kev Rowland at Red Bull, Pete Haley at Cosworth, Dave at Hi Tec, Trevor at Denny Engineering, Brian Webb for sorting my starter issues, Alan Peters for the headlining, and Michael, who was in prison, but I dont know where he is now...Special thanks to: Sywell Aerodrome for the shoot location, www.sywellaerodrome.co.uk

on long runs, as Steves no big fan of trying tot in and survive long journeys in bucket seatsanymore). The Elliot rev counter and Racetechgauges were also a steal, as they came with aLotus Cortina speedo Steve was after foranother of his cars 80 again bought all ofthose dials! And then the steering wheel was forfree as he found that in a container at work.

Aldridge Trimming door cards and aheadlining have recently been added to smartenthe cabin, the latter being tted by Alan Peters,who is meant to be retired from the trimminggame but seems to enjoy helping on projectsstill. One nal touch, is the original dealersticker on the Anglias dash.

I painted round that, rather than removingit, Steve says. Its part of the cars history, plusI thought that if I ever get to show the seller thenished Anglia, hed never believe it was thesame car without seeing that.

Proving groundFor sure, this project is a far cry from Stevesusual classic-tuned motors, but its been builtfor a purpose a motor to have a lot of fun in and has already proved itself well up to thejob. A rst trip out was to Anglias At The Ace inJuly this year, and then the real trial came atSanta Pod Raceway with 19 runs made in oneday all in the 13s at about 100 mph.

Thats exactly what I was after, Steveconcludes with a smile. Im pretty sure Iwouldnt be doing that in the Lotus-enginedcars without some serious worries and expensivebreakdowns happening!

ECU and relays neatly hidden away in the glove box.

Elloit tacho needed to keep tabs on the ST170s revs. Milton bias valve controls the front and rear disc set-up.

40 December 2014

Zetec engine swap is a rst for Ozzy. We think he likes it!

HOMEBUILT HERO

ITS BEEN BUILT FOR A PURPOSE AN ANGLIA TO HAVE A LOT OF FUN IN

MK1ANDMK2ESCORTGomodernandyoullgofar.

GRAEMEWORTHINGTON,GS ESCORTSTosaythatGraemeknowshisEscortswouldbeanunderstatement,andhesbuiltupmany,manyexamplesover theyears,sowhenweaskedhimwhatchoiceofenginehedgofor, therewasnohesitation.2-litreDuratec,withoutadoubt,hesays.Theymakeverygoodpowerfor the

Always fancied an engine swap, but werent sure how the rest of therunninggearshouldshapeup?Weaskfiveexpertsto buildaFastRoad-specFordthatyoucanblastacrossEurope inorupthedragstrip.

We can BUILD it

moneyandarereliable.Graemewouldsourceanenginemanagementkit fromthelikesofJenveyorWeber-Alpha,andrathertryandshoehorntheMazdassix-speedboxintohispreferredchoiceofMk2shell,hesgoingforaType-9withanaftermarketbellhousing.ThoughwithaBGHGeartechgearkitwitha longerrstgear,headds.Outback, theresa3.54:1diffwithLSD,andtheaxlesbracedwithtrampbarsandaPanhardrod.Single leafspringsandGazadjustabledampers,andrebuilt9 inchdrums(sonomessingaboutwithbiaspedalboxes)makeuptherestof therearset-up.Upfront,

GraemesspeccedGazGoldcoil-oversalongwithapairof theiradjustable topmounts,andhedalsogoforaWilwoodfour-potbrakekit togoinside7x13RSfour-spokes.Idrunafull interior,maybewithapairofRolltopsandnocageyoudontwant toget toocarriedawaywitharoadcar thatyoujustwant toget inanddrive. In fact, Id like todosomethinglike this totakeonnextyearsClassicFordTour.

PARTSLIST:2-litreDuratec45mmthrottlebodiesandenginemanagementkitEscortDuratecsump,waterrail,andWorldCupenginemountsType-9ve-speedwithBGHgearkitDuratectoType-9bellhousingGazGoldcoil-oversandreardampersGazadjustable topmountsSingle leafspringsWilwoodfour-potbrakekit3.54:1diffwithLSDAnti-trampbarsPanhardrod7x13RSfour-spokes,175/50R13tyresRecoveredRSrolltopseats

Rolltopsessential forlong road trips.

RelativelymodernDuratecHE isGraemes choiceofengine, runningthrottle bodies, too.

Escortsmakegreatcars for long roadtrips or regular use.

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DURATECS MAKE VERY GOOD POWER FOR THE MONEY, AND ARE RELIABLE

December 2014 43

engine swap projects

MK1 AND MK2CORTINAYou cant beat a 60s Ford,reckons Retro Dave, but that doesnt mean it cant go modern.

DAVE COLLEDGERETRO FORDLIMITEDRetro Fords Dave maybe best-known for his Escorts, but hes also a huge fan of Fords 60s output on the side and so given a free reign, hes put together a Mk2 Cortina sleeper build for you to getyour teeth into, based around a later, two-door Series 2 shell.

Engine choice is a 2-litre Zetec, using a new Black Top unit, as theyre still readily available. Add a pair of cams, some headwork a decent manifold, 45mm Jenvey throttle bodies and well-mapped ECU and youve got a bit of poke while still retaining decent fuel economy, he reckons. Youll need one of Retro Fords tting kits to get the engine in the bay easily, and Dave recommends backing it up with aType-9 ve-speed (with a longer rst gear, if possible) the Series 2 shell makes the most

PARTS LIST:New 2-litre Black Top ZetecModied head with Fast Road cams45 mm throttle bodies and ECUStainless-steel manifold and bespoke systemWater rail and alternator tting kitsRecored original radiatorType-9 ve-speed with 2.9:1 rst gearAdjustable platform front strutsSteering rack conversionReverse-eye single leaf springs1600E radius armsHeavy-duty halfshaftsLimited-slip diffFour-pot brake kitBrake bias pedal box7x13 Rostyles, 185/60R13 tyres

MK1FIESTAIts Zetec all the way if you want a cracking Fast Road Mk1, reckons Mike.

MIKE JOHNSONFIESTA ADDICTFiestas are already nimble lightweight little cars in standard form, but with the right bits they can be transformed into rapid fast road cars, reckons Mike. With the emphasis on reliability, its important not to overcomplicate things under the bonnet, so for me a normally-aspirated Zetec would provide ample, reliable power and still cruise happily on a motorway.

sense here as this box will t without cutting the tunnel. Diff-wise, Dave recommends a 3.7:1 ratio (good for acceleration but not too tedious on the motorway), and heavy-duty halfshafts and an LSD are a must.

To help the Cortina handle and stop with its new powerhouse, Dave would go for a rack conversion (but retaining the Cortina struts using one of his new kits under development), and a proprietory four-pot brake

kit designed to t inside 13 wheels. At the rear hed t uprated dampers, 1600E/Lotus radius arms, reverse-eye single leaf springs, but keep the standard drums. To retain the sleeper effect, hed t Rostyles, banded to 7 inches wide, with some decent 185/60R13 tyres.

Dont forget some decent modern seats, too, he adds. The standard seats look great, but theyre bloody uncomfortable on big road trips!

Dave Colledges choice would be a Series 2 Mk2 Cortina.

Engine is a 2-litre Zetec based around a new Black Top assembly.

44 December 2014

FAST ROAD BUILDS

engine swapprojects

ANGLIA105EThe classic Anglebox is ripe fora transplant as long as youchoose the right engine.

DAVE FISHERD&DDEVELOPMENTSNo16-valvershere,Davereckons ifyouwant tobuildagreatFastRoad-specAngleboxthenthe1500Pre-Crossowismorethanupto the job.

Itdropsstraight in,youdontneedtomodify thebulkhead, thebrakeandclutchmastercylinders

canstaywheretheyare,andyoucanretainall theoriginal linkage,hereckons.Ofcourse, the1500willbeanythingbutstandard, thoughwerenot talkingabig-bucksbuild:All itshouldneedisabalancedbottomend,aFastRoad-grindcam,Stage2headwithsteel rockerposts,andeithera28/36DCDor32/36DGVtwin-chokeWebercarbplusastainlesssteelmanifoldandsystemfromthelikesof105Speed,andthiswillgiveyou100bhpallday long.Tomakethemostof thenewengine,Daverecommendsttingthe2000Egearset intoa1200gearboxcasing,andsourcinga3.9:1diff,as itsa

greatall-rounder.Thestandard rearspringswillbeneif they are ingoodshape,reckonsDave, and Idtatelescopicreardamper conversionalongwithanA-frame. Asforbrakes,good-oldM16 calliperscanbeboltedstraight on to theMk2Cortina legs,butdont messaboutwitholdonesas new callipersarereadilyavailable. Thesecanberunwithstandard solidorventedCapridiscs,and I wouldkeepthestandardrear drums, if theshoesandcylinders are ingoodshapeyoullalso needa0.750or0.875 inchbore mastercylinder.

Wheels?Mychoicewould be LotussteelsorDunlopD1s,with 185/60R13tyres.

PARTS LIST:1500Pre-CrossowwithbalancedbottomendStage2headwithsteelrockerpostsFastRoadcamWeber28/36DCD105SpeedmanifoldandsystemAnglia/Cortina1200gearbox casingwith2000Egearset3.9:1crownwheelandpinionModiedMk2CortinastrutsMk2CortinaorMiltontrack controlarmsMiltonsteeringarmsTelescopicreardamperconversionA-framekit2 inchloweringblocksPolyurethanebushkitSpacedM16callipers,Capri 2.8i venteddiscs0.750/0.875 inchmastercylinderLotussteelswith185/60R13 tyres

The cars handling is really where the benets can be had, with coil-overs and Rose-jointed link bars, coupled with a great set of tyres will turn my Fez into a go-kart around track. This will make the ride a little harsher on the road, so I have decided tokeep with a more comfortableTurbo Recaro seat option.

PARTS LIST:2-litreZetecJenveythrottlebodiesOMEX600ECUST170exhaustmanifoldScorpionexhaustsystemIB5gearboxwithanRSTLSDttedPumagear linkageGazcoil-oversOrbitalMotorsportsuspensionkitCompbraketopmountsXR2frontbrakesPepperpotson185/60R13YokohamaA539sRSTurboRecarosandharnessesRearSafetyDevicescage

Keep it classic: Daves ownFast Road Anglia runs

original Dunlop D1s.

1500 Pre-Crossow is a great choice for a Fast Road Anglia, reckons Dave.

THE 1500 DROPS STRAIGHT IN AND YOU DONT NEED TO MODIFY THE BULKHEAD

December 2014 45

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MK3 CAPRI

VEERampant rot and an expensive engine failure

might have slowed him down, but there was no way they were going to stop David Burnell

building his dream Cosworth Capri! Words Jamie Arkle Photos Paddy McGrath

ig, torquey V6s are very much part of the classic Ford cannon, with many of the most popular model ranges crowned

by either an Essex, a Cologne or, in the case of the more modern Granadas and Scorpios, a 24-valver. The characteristics of Ford V6s are well known and well loved; effortless power, an addictive sound and, in most cases, terrifying fuel consumption. These engines were offered in the upper reaches of the model hierarchy when new, though of course weve seen them retro-tted to near enough anything and everything. That said, nowhere has the V6 been more appropriate and more at home than in the Capri the big, hairy-chested coup was always at its best with a V6 chugging away up front, and its these cars that are most sought after nowadays.

David Burnells association with V6 Capris goes back a few years, and though hed long wanted one of his own, it was only when a close friend bought a Mk3 that he nally took the plunge himself, eventually hunting out a solid-looking 2.8i.

It was one of those cars that looked much, much better than it was. Once I got home and

started pulling it to bits I realised how rotten it was it was way beyond being economically saveable, David recalls with a grimace.

On a rollNot one to be put off by something as trivial as terminally-rotten 80s Ford, David instead began the hunt for another car, ideally a rolling shell that could accept the running gear from his V6 car. One was eventually found, and the next few years were spent transferring over the Type-9, suspension, brakes, trim and interior, with the engine sent off to a local specialist for a full rebuild. The new shell was actually in remarkably sound condition, the polar opposite of the rst car, in fact! Its only required minor welding, with one rear chassis leg and the bottom of an A-pillar proving to be the only areas of any concern. This allowed David to get on with stamping his own personal touches onto the car, which explains the deleted side mouldings, rear wiper and spoiler, the ushed bumpers, relocated and hidden front indicators, and that custom shade of grey paint.

I was keen to make the car my own, to make it stand out from other Mk3s, yet still be fairly

B

46 December 2014

24-valve cosworthHeroes!

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December 2014 47

NOWHERE HAS A V6 BEEN MORE APPROPRIATE AND MORE AT

HOME THAN IN THE CAPRI

Black interior adds to the Caprismenacing appearence.

Capri looks great and must soundgreat on the Irish lanes, too.

48 December 2014

MK3 CAPRI

subtle and stock looking, hence all the custom bodywork tweaks.

All was going to plan, and it wasnt long before David was ready to re-install the Cologne, re it up and take the newly resurrected Capri to its rst show, which is where things began to go seriously awry.

It drove all the way there with no issues at all, only for the bottom end to die on the way home! It did all the bearings and we found a loose piston crown sitting in one of the bores, so itd obviously not been put together very well, says David.

Put awayAs you might expect, David was more than a little annoyed, and the Capri was subsequently tucked away for the next six months while he worked out his options and whether or not to persevere with the project. Thankfully he did, eventually nding fresh inspiration in the form of another engine swap, opting to upgrade to a Cosworth 24-valve V6 from a Scorpio. Of

course, in the UK, BOB/BOA swaps are fairly common, especially as its the logical upgrade for the Mk3 Capri, with plenty of advice available online and via various clubs. In the Republic Of Ireland its slightly different, with the vast majority of 24-valve-shod cars having been bought like that, either from England or Northern Ireland. This meant that David was going to have to rely on a mix of forum advice and the help of his friends. Not that David was in any way put off, and it wasnt long before he found himself collecting a tired Scorpio donor car, complete with a low-mileage BOB.

Weve covered the swap in greater detail in the boxout on page 49, but Davids car shows just how worthwhile and economically viable this swap can be, especially as hes been able to

maintain his Capris original Type-9 gearbox. OK, so the Type-9 is at its limit with Cosworth power, but Ive yet to have any issues, plus Ive got three spares in the garage, so if it does throw in the towel then Ill just replace it, David laughs.

The wireThe physical swapping of the engines was a relatively painless affair, despite David opting to use the later BOB instead of the more commonly selected BOA. One of the only issues involved the looms; David had to make a BOA loom work with his engine, something that entailed lots of ddling and many long nights spent poking around with a multimeter! He eventually wound up with a pared down-loom

FITTING THE COSWORTH ENGINE WAS A PAINLESS AFFAIR, DESPITE DAVID

OPTING FOR THE LATER BOB VERSION

24-valve cosworth

Fitting the Cosworth-developedV6 to yourCapri makes perfect sense, and its one of the most easily accessible engine conversions, thanks to the small number of parts needed and the budget nature of donor cars. Obviously, this is a simpler swap if youre starting with a 2.8i Cologne Capri as a base, though dont let that put you off BOA-ing a lower spec car youll just need to convert from carb to injection along the way. The earlier BOA is marginally easier to t thanks to its EEC-IV management, but either can be made to work and both engines will bolt up to 2.8i mounts. The factory Type-9 can work with the 24-valver, but it will be operating at its limit, hence why most opt for an MT75 or T5 box, plus a stock Cologne ywheel. As Davids car proves, the bare bones of the original wiring loom can be made to work, though itll take some careful splicing, or you can go all out and t standalone, aftermarket management, something thatll stand you in good stead if you plan on tuning the engine at a later date.

Download a more in-depth guide at www.classicfordmag.co.uk.

FIT IT:COSWORTH 24-VALVE INTO CAPRI

Subtle grey paint, Borbet Cs and an Espace front splitter Davids Capri is more than a heavy nod to the 90s.

Mk3 dash has been given the white-dial treatment.

2.8i Recaros retrimmed in black cloth and leather.

2.8i-based brakes provide front stopping duties.

Later BOB Cosworth swap is far less common in Capris thanks to the more-involved wiring needed, but that didnt stop David from cracking on with the conversion.

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Tech Spec

BODYMk3 Capri 2.0S shell sprayed in custom grey, all original panels, all side mouldings removed, spoiler, rear wiper and washer deleted, flushed front and rear bumpers, de-badged grille, hidden front LED indicators, Renault Espace front splitter, black bullet mirrors

ENGINE2.9-litre 24-valve BOB Cosworth V6, K&N induction kit, custom BOA loom, power steering system and washer bottle hidden inside the inner wing, battery relocated to the boot, internal kill switch, Scorpio Cosworth radiator and fans

TRANSMISSIONType-9 five-speed with quickshift and diesel Transit clutch, 52 inch Atlas axle with 3:09LSD, one-piece propshaft

SUSPENSIONFront: Bilstein Group 4 dampers with 240 lb springs, roller bearing top mounts, 2.8i anti-roll bar, poly bushesRear: Bilstein dampers, single leaf springs,triangulation kit, poly bushes

BRAKESFront: M16 callipers, Green Stuff pads, 2.8i drilled and grooved vented discsRear: Rebuilt 9 inch drums

WHEELS AND TYRESFront: 7x16 inch Borbet C alloys, Nankang 195/4