classic ford uk_january_2015

MODERN-SPEC MK2GROUP 4 ESCORT

V8-POWERED BRUISERCAPRI MK1 RACER

JANU

ARY

2015

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Your favourite Q-cars revealed

FACTORY SLEEPERS

TOP 10

WW

W.K

ELSE

Y.C

O.U

K

BUY IT

ESCORT RS TURBOTop tips for finding the best Series 2

Top-spec Zetec for the street

ULTIMATE ST170

BUILD IT

Classic Fords you really shouldn’t mess with...PLUS: Granada V6

and Cortina 1700!REAR-DRIVE COSSIE FIESTA!

INSIDE: 100E RESTO + DURATEC INTO ANGLIA 105E + 45 YEARS OF THE CAPRISECURE YOUR GARAGE + GRANADA PROJECT IDEAS + CARS & PARTS FOR SALE

Classic Fords you Classic Fords you

CAR OF THE YEAR

ANNOUNCED!

See inside

AWARDSJanuary 2015

www.classicfordmag.co.uk

ARCHED AND READY MK1 ESCORT TURBO

Sleepers &

Mail orders takenTel 0151 422 8333 Fax 0151 422 8080 Mobile 07815 723943

Email: [email protected] • Based in Cheshire • 10 mins J12 M56 & J7 M62Unit 5, Lynch and Grice House • Warrington Road, Widnes • Cheshire WA8 0ST

CLOSED FOR SUNDAY DELIVERIESAll prices include VAT

All prices correct at time of going to press. However, prices are subject to change without notice

Specialists in MkI andMkII Escort Spares

Specialists in MkI andMkII Escort Spares

Over 1100 items for saleand growing every day

www.gsescorts.co.uk

* We have a massive stock of parts for Capri,Sierra, Cortina, Fiesta and Escorts - all models.

CARS FOR SALEEscort MKII 4 door 1.3 Ghia Gold, 12 mth MOT, 77000 miles.New minilight wheels, lowered suspension, new exhaust,very solid car lots of history ............................................ £3995Sierra Sapphire 1.6 Silver. Alloys, full safety devices, roll cage,nice clean car ................................................................... £850Sierra XR 4x4 Black. E-reg, MOT’d until January, lots of history .. £995Sierra Cosworth 3 door, rear 1/4 panels. Used................... £100Anglia 105e passenger side rear 1/4 panel, used.............. £100Sierra Sapphire, RS cosworth, 2 wheel drive. Shell............ £495Fiesta MK1 roof (no sunroof) ............................................... £80Escort MK3 roof ................................................................ £100

BRAND NEW ITEMSEscort MKI bonnet/wing rubbers ......................................... £15Escort MKI new AVO type 49 inner wings ..................£250 eachEscort MKI rear chrome bumper ....................................... £240Escort MKI headlining bars.................................................. £40Escort MKII RS2000 inner wings ...............................£250 eachCapri MKIII front and rear bumpers .............................£50 eachRS2000 MK2 new outer headlights .............................£42 eachRS2000 MK2 new inner headlights .............................£42 eachEscort MK2 quarter bumpers, new, steel ..................£125 a pairEscort MK1 quarter bumpers, steel chromed............£123 a pairEscort MKII RS2000 nose cone brackets ................ £30 per pairEscort MKII RS2000 rear bumper corner brackets.. £15 per pairEscort MKI rear quarter panels..................................£550 eachEscort MKI & MKII full floor pans ...............................£550 each

RS2000 alloy sump & pickup pipe .................................... £200Fiesta Super Sport alloy wheels x 4...£150 2 litre Pinto engines,less sump and carb, from ................................................. £100RS1600i 5-speed gearbox ................................................ £100XR3/XR3i 4-speed + 5-speed gearboxes ............................ £505-speed type 9 V6 gearbox ............................................... £150Mk1 + Mk2 RS2000 4-speed gearbox .............................. £1805-speed Type 9 gearbox ................................................... £2001600 Sport gearbox .......................................................... £100Mk1 + Mk2 Escort standard gearboxes, only ...................... £30Sierra 2.8 4x4 gearbox + b/housing and lever..................... £751600 single rail gearbox, MkII/III Cortina/Capri .................... £30RS2000 alloy engine mounts .......................................... £50 prOriginal RS2000/Mexico exhaust manifolds ........................ £504-branch RS2000 exhaust manifolds ......................... from £50X/flow 4-branch exhaust manifolds............................. from £4038 DGAS carbs ................................................................... £85Various K+N air filters, from................................................ £20Various 32 DGV Weber carbs............................................... £501600 Sport engine mounts, round rubbers ...................... £40 prStd Escort engine mounts, rectangular rubbers............... £20 prX/flow and Pinto alternators................................................ £20X/flow inertia starter motors ............................................... £20Pre-engage x/flow + Pinto starter motors ........................... £30Std MkI + MkII Escort pedal boxes – complete.................... £30Mk2 RS2000 propshafts (2 piece) ....................................... £60MkI and MkII Escort STD props 1+2 piece ................. from £20Various Mkl + Mkll Escort (inc RS2000) axle casings .. from £254.4 English diffs................................................................ £1504.1 English diffs................................................................ £1003.7 English diffs................................................................ £2503.9+3.89 English diffs ........................................................ £803.54 English diffs.............................................................. £250

Various Atlas crown wheel+pinions...................................£POAMkI+MkII Escort 1⁄2 shafts. Also Atlas 2.8 Capri,Anglia+MkII Cortina ....................................................£30 each8”rear brake assemblies................................................. £30 pr9” rear brake assemblies................................................ £60 prMkI and MkII Escort Spax/Bilstein rear shocks ................ £55 prMkI and MkII Escort engine crossmembers ......................... £35MkI and MkII Escort steering racks ..................................... £30MkII RS2000+1600 Sport anti roll bar (22mm).................... £30Escort MKII safety devices full 6 point roll cage................. £250Escort MKI fibreglass blubble-arched wings................£50 each

NEW ITEMS FOR SALE!!Escort MK1 headlining bars per set .................................... £40Lotus Cortina MK1 quarter bumper brackets............£65 per setMK1 Escort bonnet stay ...................................................... £15MK1 Mexico genuine Ford wings ...........................£1500 a pairEscort MK2 RS2000 washer bottle bracket ......................... £15Escort Mk1 & Mk2 RS 2000 Single Piece Prop Shaft ......... £135Escort Mk1 & 2 compression strut kit ............................... £100Mk1 Escort Mexico, brand new. Single piece prop shaft .... £135MKII Escort bias pedal box ................................................ £180Anti-roll bar locking tabs...........................................£10.95 setGaz rear shockers Mk1/2 Escort ................................ £125 pairMk2 Escort quick rack ...................................................... £110Escort Roller Bearing Top Mounts....................................£75 eaRoller Bearing Top Mount Covers................................ £12.50 prBig Gear Box Tunnel............................................................ £50Mk1/2 Steering rack locking tabs.....................................£6 setMk1 Bumper bolts, stainless steel..................................£35 set5 speed Type 9 alloy mounting blocks............................. £40 prBrake caliper bolt locking tabs .....................................£1.95 eaDisc bolt locking tabs...................................................£1.25 eaMkI/MkII NEW fuel filler neck rubbers .............................£20 eaRemanufactured MkI RS2000/Mexico steering wheel centres,bargain ...........................................................................£10 eaRS2000/Mexico clutch forks “Genuine Ford”...................£40 eaMkI Escort door/drop glass ........................................... £120 prVarious decal kits..............................................................£POA4-speed rose jointed quick shift gearlever........................... £455-speed rose jointed quick shift gearlever........................... £455-speed (Type 9) long speedo cables .................................. £16MkI + MkII RS2000 clutch cables ....................................... £16MkI + MkII RS2000 throttle cables...................................... £16MkI + MkII handbrake cables.............................................. £16Throttle cables for Twin 40s + 45s................................£8 eachWeber + Dellorto twin throttle kits ...................................... £50MkI + MkII Escort new windscreens ...............................£80 eaStd MkI Escort track rod ends .........................................£15 eaMkII RS2000 track rod ends............................................£15 eaMkI+MkII Escort + Capri, complete with poly brushes..... £48 prAnti-tramp bar kit MK1 or MK2 Escort............................. £50 prBolt on double width kits............................................ £37.50 prAnti-dive kit ........................................................................ £40Twin Cam anti-roll bar ........................................................ £65Long U-bolts c/w nuts (set of 4) .......................................... £15MI6 calipers (exchange) ..................................................£45 eaMI6 caliper spacer kits....................................................£32 kitPrincess caliper spacer kits ............................................£32 kitMkI Escort quarter bumper brackets (set of 4)..................... £40H4 halogen headlight kits ............................................... £40 pr2-up 2-down lamp brackets MkI + MkII Escort quick releaseAlloy ............................................................................... £35 prMkI + MkII Escort bonnet pins ..................................... £6.50 prMkII adjustable in-situ track control arms ..................... £110 prAlloy navigator’s footrest..................................................... £16Goodridge brakehose kits ................................................... £56LH + RH MkII Escort rear lenses ..................................£8.00 eaLH + RH MkII Escort complete rear light units .................£16 eaStraight + oval strut braces ................................................ £40Complete brake pipe kits ..................................................£POABonnet pull cables ..........................................................£16 eaPanhard rod kit ................................................................... £65MkI + MkII Escort, bias, pedal box .................................... £230

PANELSSierra 3 door Cosworth rear quarter panels. Used..from £150 eachEscort MK3, rear quarter panels. Used ................from £50 eachEscort Mk2 RS2000 bonnet ................................from £50 eachEscort Mk2 boots & bonnet.................................from £60 eachMk3 Capri doors .................................................from £30 eachFiesta Mk1 + Mk2 + Mk 3 doors.........................from £30 eachEscort Mk3 + Mk4 doors ....................................from £40 eachSierra doors........................................................from £30 eachFiesta Mk1 + Mk2 +Mk 3 bonnets......................from £30 eachEscort MK3 + Mk4 bonnets ................................from £30 eachSierra bonnets/tailgates ......................................from £30 eachEscort Mk3 + Mk4 tailgate..................................from £40 eachFiesta Mk1 + Mk2 + Mk3 tailgate.......................from £40 eachEscort MKI boot & bonnets..................................from £60 each

MkI and MkII Escort Std anti roll bar brackets ................. £15 prMkII RS2000 6” x 13” 4-spoke alloys..................from £35 eachVarious Capri Laser 6 x 13 alloy wheels ......................£25 each2.8 Capri Special 7-spoke alloys.................................£25 eachXR3 51⁄2 x 14 Clover Leaf style alloys.........................£25 eachXR3i 51⁄2 x 14 dog leg alloys ......................................£25 eachRS Turbo 6 x 15 dog leg alloys ....................................£25 eachMkI RS2000/MkII Mexico 51⁄2 x 13 steel wheels...from £30 each1pr 2.8 Capri Bilstein struts with vents/calipers etc.... £300 pairMkII 1600 Sport struts/brakes etc.............................. £100 pairMkI Escort 6 dial instruments 7000/110mph....................... £85MkII Escort Sport/Ghia instruments ..................................... £50

NEW FIBREGLASS ITEMSMKI Escort front spoiler.................................................. £37.50MKI Escort Mexico arch lips ............................................ £35 prMKI Escort bubble arches ..............................................£85 setMKII Escort forest arches ...............................................£85 setMKII Escort tarmac arches .............................................£85 setMKII Mexico style front spoilers........................................... £45MKI + MKII Escort 1/4 bumpers ...................................... £45 prMKII boot spoilers ............................................................... £35MKII boot c/w spoiler ..................................................£90 eachMKI + MKII Escort H/Duty bonnets ..............................£90 eachMKI + MKII Escort back bumpers................................£35 each

STOCK CHANGING DAILY!!

WANTEDMk1, Mk2, Mk3 and Mk4 Escorts, Mk1 andMk2 Fiestas, Capris, Cortinas, Sierras and

their spares!!(any condition) cash waiting!!

We are now stockists for thefollowing companies:– East Kent Trim Supplies– Magnum Car Panels– Ashley Competition Exhausts– PJG Graphics

Specialists in MkI and

CONTRIBUTORIt takes a lot to impress Marc, but he was bowled over by Tim Seeds’ stunning big-wing Mk1 Escortr. See it on page 24.

MARCCONTRIBUTOR

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

THIS MONTH

CONTRIBUTORADE

Cossie-powered? Rear-wheel-drive? Yes, this sleeper Mk1 van is right up Ade’s street. Check out his great photos starting on page 46.

JONCONTRIBUTOR

Mk1 Capri owner, Jon headed to the world-famous Brooklands recently for the awesome Capri 45th bash. Page 74.

CONTRIBUTOR

CONTRIBUTORCossie-powered? Rear-wheel-drive? Yes, this sleeper Mk1 van is right up Ade’s street. Check out his great photos starting on page 46.

How To Contact Us

Write to: Classic Ford, Kelsey Media, Cudham Tithe Barn, Berrys Hill, Cudham TN16 3AG, UKTelephone: 01959 541444 Email: [email protected]

leepers, Q-cars, whatever you want to call them, classic Fords have always made great cars to win at the traffi c light grand prix, thanks to the ease of bolting on

go-faster goodies to what could otherwise be a poverty-spec base model. The same applies to Fords that come under the term street racer — where the performance potential is obvious for all to see.

Unsurprisingly then, they are by far the two most popular routes to modifi cation in the old Ford scene which is why we’re bringing the two together this issue, and boy have we got some blinding feature cars for you, including Tim Seeds’ utterly stunning big wing Mk1 Escort to possibly the best sleeper we’ve seen for ages — Lee Dobbie’s Cossie-powered Fiesta van.

Ford knew how to do it, too — just check out Liam White’s Granada 3-litre GL, and then turn to page 43 to see the top 10 Ford factory sleepers, as voted for by you.

This is the fi rst issue of the new year, and as you can see, we’re hitting the ground running with no intention of stopping. Welcome to 2015 — it’s going to be a good one.

Enjoy the mag.

S whatever you want to call them, classic Fords have always made great cars to win at the traffi c light grand prix, thanks to the ease of bolting on

go-faster goodies to what could otherwise be a poverty-spec base model. The same applies to Fords that come under the term street racer — where the performance potential is

Unsurprisingly then, they are by far the two most popular routes to modifi cation in the old Ford scene which is why we’re bringing the two together this issue, and boy have we got some blinding feature cars for you, including Tim Seeds’ utterly stunning big wing Mk1 Escort to possibly the best sleeper we’ve seen for ages — Lee Dobbie’s Cossie-powered Fiesta van.

Ford knew how to do it, too — just check out Liam White’s Granada 3-litre GL, and then turn to page 43 to see the top 10 Ford factory sleepers, as voted for by you.

This is the fi rst issue of the new year, and as you can see, we’re hitting the ground running with no intention of stopping. Welcome to 2015 — it’s going to be a good one.

CLASSIC

FORD

THE PERFECT

XMAS GIFT!

See page 12

ON THE COVER

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ON THE COVER

ON THE COVER

ON THE COVER

100 GRAFTERS: Group 4 Escort Star of our 2015 calendar, we get under the skin of Motorsport Tools’ modern-spec Group 4 Mk2 build and find out why it’s shaping up to be a proper Tarmac terror.

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107 GRAHAM ROBSONClassic Ford’s longest-serving contributor gets the tables turned on him, as we interview the great man about his time with Ford Motorsport back in the heady days.

8 GRAFTERS: Anglia 100EOwner’s 40th resto could be the best yet.

30 MK1 CAPRI V84-litres, Cologne arches, Image splits...

36 HOMEBUILT HERO: Mk1 Cortina 1700’60s saloon built for thrashing.

43 TOP 10: Factory sleepersYou voted, we counted, here’s the result.

46 COSWORTH FIESTA VANIs this the ultimate street sleeper?

59 CLASSIC FORD AWARDSThe best cars, people, events, photos and more from 2014.

70 HERITAGE: Granada 3-litre GLRestored Mk1 is a sight for sore eyes.

74 CAPRI 45TH ANNIVERSARYMk1s, Mk2s and Mk3s flock to historic Brooklands for a one-off event.

Features

74

SUBSCRIBE!SEE PAGE

12Contents

52 ENGINE TECH: Ultimate ST170Omex are building a top-spec Zetec ST170 for a Mk1 Cortina. Find out what’s going inside it.

ON THE COVER

REVEALEDSEE PAGE 14

2015 DATE REVEALED

January 2015 7

January 2015Regulars

Classic Ford Tech116

96

86 HOW TO: Secure your garage Step-by-step guide to making those glassfibre parts look like the real thing.

90 ENGINE SWAP: Duratec into Anglia Fit an HE motor into your 105E in 10 steps.

92 EXPERT CLINIC 94 OUR PROJECTS Update on JJ’s motorsport Mk2 Escort.

96 ON TEST: Metal polishes Six polishes put through thier paces.

116 BUYING GUIDE: RS Turbo What to look for when buying a Series 2.

128 PROJECT HUNTERThe cars you should buy — and modify.

82 NEXT ISSUE124 READER CLASSIFIEDS:

Cars and parts for sale and wanted.

14 NEWS:Ford Fair 2015 date revealed, Classic Motor Show photofest, plus Rusty Corner and Image Of The Month.

66 WHAT’S ON 80 MAILBOX

Your letters, emails and comments.

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

128

ON THE COVER

24 BIG WING MK1 ESCORT When Tim Seeds stripped his Mk1 for a rebuild, little did he know it would result in this Cossie-powered monster.

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he know it would result in this Cossie-powered monster.

p20

Car: 1959 Anglia 100EStart condition: MoT’d and basically solid, knackered engineCondition now: exterior painted, interior ready for prepTime taken so far: three monthsEstimated date of completion: couple of months

8 January 2015

your projects: anglia 100e

January 2015 9

“THE ANGLIA 100E IS PAUL’S 40TH, SO IT’S

FAIR TO SAY HE LOVES HIS CLASSICS...”

rriving at the home of Paul McAlpine we’re greeted by a warm handshake and a welcoming cuppa before being ushered into a lounge with walls adorned with period adverts of classic cars.

Also in display are a number of glass cabinets housing one of the most impressive collections of diecast model cars you’re likely to see outside

of a dealer’s stockroom. To say that Paul, who founded the Norwich Classic Vehicle Club (www.norwichclassicvehicleclub.co.uk) at the age of 24, likes his classics is something of an understatement. The car I’m here to see, a 1958 Anglia 100E, is his 40th, so it’s fair to say that Paul loves his old Fords.

ORIGINAL TINYour projects: Restoring a classic Ford in a lock-up with no power is no problem for Paul McAlpine — he’s on his 40th rebuild, and counting...Words and Photos Eric Richardson

A

10 January 2015

“A GUY IN OUR CLUB, PAT PARKER RECKONS

HE CAN REBUILD SIDEVALVE ENGINES

IN HIS SLEEP”

your projects: anglia 100e

Is parts supply going to be an issue?No, not at all, it has been absolutely superb. With the 100E we’ve got such good club back up with the Fo0rd Sidevalve Owners’ Club (www.fsoc.co.uk) and www.ford100e.com. With the little cottage industry around those cars just about everything is available new.

What work is being handed over to specialists? The paintwork was farmed out simply because my garage is dusty and cold. One of the guys in Norwich Classic Vehicle Club has done it for me. The engine I could do myself, but there is a guy in our club called Pat Parker who told me that he used to run a fl eet of 300E vans back in the 1960s and can rebuild the sidevalve engine in his sleep. He asked if he could rebuild it, so who am I to say no? So for romantic reasons I’ll let him do it. He’ll bill me for the parts and I’ll occasionally nip over there, get a sandwich and a cup of tea, and watch him work.

What’s been the biggest obstacle so far?It’s the weather. I can see the jobs that need doing, but none of us are getting any younger and it gets harder to work outside as your fi ngers seize up.

Have you done any previous classic Ford restorations?Yes, a Mk3 Zephyr and Zephyr 6, both of which have won trophies.

Will you keep it original?Absolutely, but having said that though, I don’t have an objection to using electronic ignition or maybe doing an alternator conversion. If I’m going to use the car a lot more, I don’t want candles for headlamps so I would probably go down that route. At the moment however it is going to be predominantly as a show car, so it will stay all original.

Is this your fi rst 100E?It is! It was always on my wishlist but I’d never found a decent one. I’d always been waiting for the right one, and then this one popped up. I got it for £1400.

You bought it unseen? Wasn’t that a bit of a risk?Normally it would be, but the pictures were very good quality and they showed edges and seams with no fi ller to be seen. It showed rust on the car, which I wasn’t too fussed about, but what I wanted was something that hadn’t already been restored as I didn’t want to undo anybody else’s work. I wanted an original car, and with just over 40 thousand on the clock, that’s exactly what I found.

Did you start working on the Anglia straight away?No, actually all I did was get it running. It had an MoT so I took advantage of that and took it to a couple of car shows. It eventually died of fuel starvation problems because the tank was full of rust, so it sat for most of last year.

What prompted you to start having laid the car up for almost a year?After a while it started to bug me and other people were saying, ‘Have you done anything with your 100E yet?’ So I thought I’d better do something about it. At that time I also sold a 1959 Mercury Monterey, which released a great deal of money which helped kick start the project.

Your garage is without power. Isn’t that a hindrance?I’ve done it for so many years now it’s not really that big a deal for me, to be honest. If I do need power then the car can be rolled up close to my fl at and an extension lead thrown out of the window.

It isn’t the fi rst time I’ve covered my neighbour’s cars in dust — I don’t suppose it will be the last!

January 2015 11

Floorpan on the 100E is in pretty good shape, which is one of the reason’s Paul went for the car.

The exterior’s painted, now Paul’s cracking on with prepping the interior.

Tiny lock-up makes working on the 100E a challenge.

Car was complete and running when Paul got it, and he’s trying to keep it original.

Car’s going back original for now.

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14 January 2015

unday, August 2 sees Ford Fair returning once again toSilverstone Circuit. Now in its 30th year (yes, really!), the show has been Europe’s biggest Ford event for many years now, and

there’s a reason for that — it’s absolutely huge!If you haven’t been for a few years, then you may be surprised at just

how many classic Fords attend — with many taking part in the track sessions around the world-famous race circuit. If you want to take part, 15-minute session can be booked in advance at www.fordfair.co.uk.

We’ll be there, of course, with our own stand focusing on the more mature metal and offering mags, clothing, stickers and so on, as well as displaying some cracking cars.

There will also be literally 100s of clubs in attendance, plus some very special 30th anniversary events - keep checking the mag for details.

Mark August 2 on your new Classic Ford calendar — we’ll see you there!

S

TURNING IT UP A NOTCHBlock’s notchback has 845 bhp and four-wheel-drive.

Most recently known for making WRC Fiestas do seemingly impossible things on camera, rally driver and stunt pilot, Ken Block revealed this stupendous 1965 Mustang Notchback at the Las Vegas SEMA event last month. Called the Hoonicorn, it was designed by Block and fellow Monster Energy driver, Vaughn Gittin Jr. and his RTR tuning brand, and was built by Autosport Dynamics. Carbon-fi bre body panels cover a tube-frame chassis housing a 410

cubic-inch Roush Yates V8. The engine is mated to a six-speed four-wheel-drive transmission, and hydraulic handbrake controls give Block the turning capability of his rally cars, even though the Mustang is considerably longer and heavier than his Fiesta. See it in action in Gymkhana 7 at www.classicfordmag.co.uk.

Ford Fair is back, and this year it’s hitting the big 3-0!30-LOVE

Expect fi ne classic Fords at this year’s Ford Fair.

A Mustang. But not as we know it.

classic ford news

ON THE PULLSay hello to Luxembourg-based Georges Christen, who holds 23 Guinness World Records, including the fastest hot water bottle infl ated by lung power. When not huffi ng and puffi ng, you can also fi nd him pulling trucks with his teeth, including this pre-War Ford at the Luxembourg Classic Days event last Autumn. Photo Jeannot Boesen

Terminally-rotten old Fords. We have a minor obsesion with D-Series trucks, so we were all over the photos of Mark Sutton’s fi nd. Over to Mark: “Seeing a D-Series in your September issue jogged my memory about one I see most days. It’s been parked here for almost 20 years and being a W-reg must make it one of the last registered in UK. As far as I know, it’s all complete and probably not beyond saving, though the doors have seen better days!”Spotted an unloved Ford? Email [email protected].

Launched at the Lancaster Insurance Classic Motor Show (see page 18), and included free with subscription copies of this issue, the 2015 edition of the Rally Design catalogue is out now.

Now packing an impressive 194 pages, it’s rammed with top-notch products at bargain prices including a greatly-expanded workshop and servicing equipment section, and you can request a free copy via the website, www.rallydesign.co.uk, call 01227 792792, or pick one up from their stand at at Autosport International this January 8-11 and the NEC, Birmingham. You can also view the whole catalogue on Rally Design’s app for smartphone or tablet — download it via their website.

GRAND DESIGNRally Design’s bumper new catalogue is out now

IMAGE OF THE MONTH

Good news for strip fans: the ever-popular Old Skool Ford Drag Championship (OSFDC) returns to the quarter-mile race track this year, with seven rounds taking place at Santa Pod Raceway.

Open to all classic Fords, the fi rst round is at the Central Ford Sports & Performance Day, Santa Pod on April 19, and as ever, there’s also the hugely-popular round at the Classic Ford Show on May 31.

Find out more about the Challenge and how you can take part at www.oldskoolford.co.uk.

THE FAST AND FURIOUS 7The OSFDC’s back and it’s harder, faster, stronger...

This D-Series must be saved!

2015 OSFDC DATESROUND 1: April 19, Central Day, Santa Pod RacewayROUND 2: May 3, Saturday Night Special & RWYB, Santa Pod RacewayROUND 3: May 31, Classic Ford Show, Santa Pod RacewayROUND 4: June 21, Retro Show, Santa Pod RacewayROUND 5: August 9, Saturday Night Special & RWYB, Santa Pod RacewayROUND 6: August 23, VW Action, Santa Pod RacewayROUND 7: September 13, Ford Fest, Santa Pod Raceway

FRONTEND

For some, only steel will do, so when Capri guru, Trevor Steadman of Quoyloo Garage was asked by a customer to create a Mk2-style X-Pack kit in steel for his Mk3 Capri project, he knew he had a mission on his hands — literally.

“The wings have been made purely by hand,” says Trev. “They still need some fi nishing work, but as you can see they are well on the way to what the fi nal look is going to be. It’s been a challenge, but quite a satisfying one!”

Contact Trevor on 07766 676379 or email [email protected].

ALL STEELQuoyloo create one-o� steel X-Pack kit

Mk3 becomes Mk2 X-pack courtesy of Trevor.

BE SURE TO RATE &

REVIEW US★ ★ ★ ★ ★

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

What’s inside the February issue! Next month’s edition of your favourite mag is all about why classic Fords are very much here to stay, despite being pretty much ignored by the general classic car scene for decades. Yes, we’re waving the fl ag for Blue Ovals in a big way and giving you a few pointers to how the scene will develop over the coming years. Not forgetting, of course, a whole transporter load of cracking feature cars including Chester Sports Cars’ stunning pair of 16-valve slayers (right).

The February 2015 issue hits the newsagents’ shelves and is available to download from Friday, January ?2. Why not subscribe to make sure you don’t miss out? Check out our latest offers on page 12.

COMING UP

Autosport InternationalWhen: January 8-11, 2015Where: NEC, Birmingham

Where to go this month

What’s going on: What’s going on: Autosport International (aka The Racing Car Show in old money) is a great way to kick those post-Christmas blues fi rmly into oblivion. All the motorsport and tuning manufacturers and suppliers gather together at the NEC and reveal their up-and-coming products for the year. There’s plenty to drool at, with more than enough goodies for the average classic Ford petrolhead to start reaching for the debit card. But it’s more than just shiny bits - expect displays of current and signifi cant classic Fords, as well as live action and motorsport celebs.Find out more: www.autosport international.com

Founded back in 1995 to celebrate the models offi cially imported by Ford from the UK and Germany and sold through their Mercury dealerships, the CCNA welcomes Capri owners and enthusiasts in the US, Canada, Mexico, the Caribbean, and is a great resource for information and parts-hunting. They even hold their annual show — Capri Swarm in Columbus, Ohio — with members making the trip from all across the country. Proof that the classic Ford scene is a truly global one.Contact: www.capriclub.com

CLUB PLUGCapri Club North America

Full frontal: Chester Sports Cars’ 16-valve classics coming soon.

Our products and services are tried and proven by ourselves andmany other successful competitors in motorsport.

Contact us now for:Group 4 Components – Competition Engine and Gearbox

Components – Alloy Wheels and Competition Tyres – UpgradedSuspension and Brake Kits – Motorsport Safety Equipment,

Competition Axel and Gearbox Builds/Rebuilds.

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Unit 11 Parc Menter, Llandysul, Ceredigion SA44 4JL

Specialists In Group 4 Components

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FRONTEND

You can’t beat an indoor show at this time of year. It’s too cold to stand in a fi eld looking at restored metal, but you still need your classic Ford fi x, which is why we always look forward to the annual Lancaster Insurance Classic Motor Show at the NEC in November. It’s warm, there’s a roof, and it’s always brimmed with superb old motors!

By far the country’s biggest classic car show — some 65,000 people went through the gates over the weekend - the

event in the heart of the UK always attracts a strong turnout from various classic Ford clubs, and this year was no excepetion with some superb displays.

Flying the Blue Oval fl ag in the Meguiar’s Club Showcase competition back down in the main hall — where clubs nominate their best car for judging — was Adrian Evans’ absolutely stunning Cortina 1600E, which came away with top honours despite some seriously stiff competition. Fair play! Wandering through to the back halls

revealed more displays plus a huge autojumble section which revealed a few bargains, everything from original brochures to a Lotus twin-cam head - a feast for those looking for parts and inspiration for that winter rebuild.

It was another great show with a huge variety of cars and components to drool over or buy - hats off to the organisers yet again. The dates for the 2015 event have already been confi rmed as November 14-15 — we’ll see you there

You can’t beat an indoor show at this time of year. It’s too cold to stand in a fi eld looking at restored metal, but you still need

event in the heart of the UK always attracts a strong turnout from various classic Ford clubs, and this year was no excepetion with

revealed more displays plus a huge autojumble section which revealed a few bargains, everything from original

Classic Motor Show 2014

Photos Gerard Hughes

Tens of thousands � ock to the NEC to see the UK’s � nest classics.

Burton Power ran with the classic race theme this year.

Classic Motor Show0871 2301088www.necclassicmotorshow.com

CONTACT

Mustang Owners’ Club GB celebrated the model’s 50th anniversary.

Friary Motors Anglia Estate is very rare and very cool.

January 2015 19

There was a strong Ford presence in this year’s

Meguiar’s Club Showcase for the

best of the best.

Mk3 Zephyr/ Zodiac club had good showing.

Rally Escorts headed up Rally Design stand.

That’ll do nicely.

AVO club had a great selection of Mk1 Escorts.

Brutal.

Loving the period rims on this Corsair.

Hardcore!

Cortina 1600E was Club Showcase champ.

20 January 2015

POLY STANDS£62.50 GS Escorts

If you’ve got a show-quality Ford, then you’ll know that raising it off the ground to do some maintenance with damaging the underside paintwork or powercoating can be a nightmare. These genius Poly Stands will take away some of that worry. Featuring a traditional axle stand design, they cleverly feature a non-slip polyurethane head design with an encapsulated steel core, which provides a safer, more compliant contact area - perfect for chassis rails or axle tubes. The material is proven and qualifi ed for use in marine environments and designed to give a service life in excess of 25 years. Universal stands are currently available, with bespoke applications

for classic Fords on the way.Contact: 0151 4228333

www.gsescorts.co.uk

FIXOLOGY FIREX£35 BCO

New to the UK market, this innovative fi reextinguishing gel spray does it all in just one can! There is no need to keep fi re entinguishers dotted around, this 500ml can really does do it all, from paper to water and electrical to oil, covering classes A,B,C,E & F. Once the fi re has been put out, the non-toxic gel simply washes away leaving no sticky residue. It’s easy to use and is small enough to carry in any tool box.Contact: www.building chemicalsonline.com

COSWORTH 4WD OIL PUMP£172 Burton Power

Ford’s part department stopped offering replacement oil pumps for the 4wd Cossie YB a long time ago, but

thanks to Burton Power you can still get your hands on one. They have produced their own, high-pressure, version of the oil pump, which is suitable to all 4x4 Sapphire and Escort Cosworths running a

traditional wet-sump system.Contact: 020 8518 9127

www.burtonpower.com

FIXOLOGY FIREX

New to the UK market, this innovative fi reextinguishing gel spray does it all in just one can! There is no need to keep fi re

4WD OIL PUMP£172 Burton Power

Ford’s part department stopped offering replacement oil Ford’s part department stopped offering replacement oil pumps for the 4wd Cossie YB a long time ago, but pumps for the 4wd Cossie YB a long time ago, but

thanks to Burton Power you can still get your hands on one. They have produced their own, high-pressure, version of the oil pump, which is suitable to all 4x4 Sapphire and Escort Cosworths running a

traditional wet-sump system.Contact: 020 8518 9127

www.burtonpower.com

20 January 2015 January 2015

FIXOLOGY FIREX£35 BCO

New to the UK market, this innovative fi reextinguishing gel spray does it all in just one can! There is no need to keep fi re entinguishers dotted around, this 500ml can really does do it all, from paper to water and electrical to oil, covering classes A,B,C,E & F. Once the fi re has been put out, the non-toxic gel simply washes away leaving no sticky residue. It’s easy to use and is small enough to carry in any tool box.Contact: www.building chemicalsonline.com

New to the UK market, this innovative fi reextinguishing gel

ELECTRONIC FAN CONTROLLERFrom £69.60 Revotec

Revotec developed this simple unit using the latest technology, components and assembly methods, producing a robust, reliable unit that won’t obstruct the water fl ow. Incredibly easy to install and operate with no leaking. Each system is supplied with a relay and all necessary fi ttings. Suitable for use with all electronic fans, it’s available in a range of fi ttings to suit most applications.Contact: 01491 824424, www.revotec.com

classic ford gear

January 2015 21

PURE MK2 MAGIC 11 DVD£15 Waylander Rally Clips

Get your fi x of Mk2 madness this Christmas, with Waylander Rally Clips’ latest DVD featuring footage from the Roger Albert Clark Historic Championship, the FIA Historic’s Round in Killarney, the Legend Boucles De Spa in Belgium, and many others. Running at 2 hours 45 minutes, it may just get you out of the washing up.Contact: 07739 353777www.waylanderrallyclips.co.uk

ESCORT WINDSCREEN RUBBERSFrom £29.90 Rally Design

Just out from Rally Design are new front and rear screen rubbers for Mk1 and Mk2 Escorts. Produced in modern EPDM (hardness 75 Shore A) with its high ethylene content which is far better at resisting heat and ozone, it’s perfect for your restoration project, or if the screen seals on your Escort are well passed their best. Contact: 01227 792792www.rallydesign.co.uk

RS TURBO HEAD GASKET£41 Burton Power

Burton Power now stock high performance Felpro head gaskets for the RS Turbo’s turbocharged 1.6- litre CVH engine. The gaskets can also be used on the 1.9-litre CVH tall block, and for those running ZVH conversions too. An upgraded head gasket is simply a must for any RS Turbo running decent power increases, and it makes sense to fi t one if rebuilding the motor regardless of the state of tune.Contact: 020 8518 9127www.burtonpower.com

ESCORT WINDSCREEN RUBBERSESCORT WINDSCREEN RUBBERSFrom £29.90 Rally Design

Just out from Rally Design are new front and rear screen rubbers for Mk1 and Mk2 Escorts. Produced in modern EPDM (hardness 75 Shore A) with its high ethylene content which is far better at resisting heat and ozone, it’s perfect for your restoration project, or if the screen seals on your Escort are well passed their best. Contact: 01227 792792www.rallydesign.co.uk

OLD SKOOL FORD CALENDAR£15 Old Skool Ford

If the awesome Motorsport Tools’ 2015 poster calendar free with this issue isn’t enough to remind you of next year’s dates, then how about adding Old Skool Ford’s sumptuous affair to your calendar collection? With a page per month, it features some 48 cracking examples of club members’ cars, and is printed on A3 landscape premium-quality paper. Contact: www.oldskoolford.co.uk

BLACK TRIM RESTORER£15 Solution Finish

Fading black plastics is a pet hat for anyone who takes pride in their car, but thanks to Solution Finish’s new Black Trim Restorer it needn’t be a problem. The unique formula restores black surfaces without leaving a greasy residue or wet-look as it’s a silicone-free solution that uses all-natural oils. Designed by and developed for professionals, this product is said to include ingredients that you just don’t see in mass-produced, over-the- counter polishes. Contact: 01342 893006www.i4detailing.co.uk

£41 Burton PowerBurton Power now stock high performance Felpro head gaskets for the RS Turbo’s turbocharged 1.6- litre CVH engine. The gaskets can also be used on the 1.9-litre CVH tall block, and for those running ZVH conversions too. An upgraded head gasket is simply a must for any RS Turbo running decent power increases, and it makes sense to fi t one if rebuilding the motor regardless of the state of tune.Contact: 020 8518 9127

If the awesome Motorsport Tools’ 2015 poster calendar free with this issue isn’t enough to remind you of next year’s dates, then how about adding Old Skool Ford’s sumptuous affair to your calendar collection? With a page per month, it features some 48 cracking examples of club members’ cars, and is printed on A3 landscape premium-quality paper. Contact: www.oldskoolford.co.uk

BLACK TRIM RESTORER£15 Solution Finish

Fading black plastics is a pet hat for anyone who takes pride in their car, but takes pride in their car, but thanks to Solution Finish’s thanks to Solution Finish’s new Black Trim Restorer it new Black Trim Restorer it new Black Trim Restorer it needn’t be a problem. The needn’t be a problem. The needn’t be a problem. The unique formula restores unique formula restores black surfaces without black surfaces without leaving a greasy residue or leaving a greasy residue or leaving a greasy residue or wet-look as it’s a silicone-wet-look as it’s a silicone-wet-look as it’s a silicone-free solution that uses all-natural oils. Designed by and developed for

MARKET LEADING COMPONENT RECOVERY AND CORROSION CONTROL TECHNOLOGY SINCE 1994

Over 2000 shells and panel sets havesuccessfully received the SPL Treatment.

We strip and protect the areas that no other process can reach

Tel: 01384 [email protected]

STRIPPED:Porsche 911 chemicallystripped and de-rusted.

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electrophoretic immersion coatingoffering the ultimate incorrosion protection.

www.peterlloydrallying.co.ukSales and Enquires: 01656 724777

Fax: 01656725125

24 January 2014

VIVID DETAILDETAIL

When the planned rebuild turned into a full-on restoration, it gave Tim Seeds the impetus to crack

on and create his own take on the street racer Mk1 Escort — with stunning results.

VIVID DETAIL

Words Marc Stretton Photos Chris Wallbank

mk1 escort

street tough

January 2015 25

atience is a virtue, and, all good things come to those who wait. Two well-known sayings that should apply to Tim

Seeds... except they don’t. When Tim, from Derby decided he fancied a Mk1 Escort project, he wasn’t in too much hurry. He was prepared to travel and wait a reasonable time for the right car to come up. Fast-forward two-and-a-half years, with many thousands of miles covered and plenty of wrecks inspected, and Tim was no nearer his goal.

Then, in early 2012, what seemed like the ideal base car showed up, and only a few miles from home, too.

“The Escort spotted was a smart-looking Mk1 in white, sort of with the Twin Cam look to it. A Pinto was in the engine bay and it was road-legal and presentable,” Tim says. “I bought it and drove it for the next 6 months, and even took my daughter to her Prom in it,

but gradually over the months, I began to realise that using the car wasn’t really what you would call a pleasure. The brakes were a bit dodgy, the rear diff whined and I just kept fi nding more and more bodywork that needed attention.”

“As far as the mechanical faults went, I wasn’t too worried,” Tim continues, “as there had always been plans for radical upgrades there. What I became more concerned about was the state of the body, though. I thought I’d bought, and been driving around in what was basically a pretty solid shell, but by the time I’d wheeled the car into the garage, stripped it and got it rotated on a spit my fears had been realised. Despite all the time and care taken to wait for the right car, I’d still bought one that needed a mountain of work!”

“What I fi gured would be a simple job of ripping off the fi breglass front wings, doing a few localised patch repairs and then cracking on

with the mechanical upgrades turned in to an 18 month-long welding session, with a complete front-end replacement, inner and outer sills, new fl oor sections and right into the boot.

Group phwoar “On the bright-side,” Tim continues, “having to virtually replace the lower sections of the car meant I could go to town with the work, so the underside is now fully Group 4-spec and pretty-much perfect. I had had some welding experience in a previous job at Toyota’s Derby plant, so wasn’t a novice, but this was still a mammoth job. Taking time is the key to the task, really, and doing the job right,” he adds.

“The bubble arches — which were a last-minute thought — are my best example of this. Too many people rush these and think that great layers of fi ller can hide anything, only to fi nd cracking within a few months. If you

P

All-black interior looks great set against the Le Mans Green paint.

Polished alloy tanks are mounted out of the way. Brake line routing is bordering on the obsessive... Baby Atlas axle comes with all the (six-linked) trimmings.

26 January 2015

mk1 escort

“it just had to have a stand-out paint job — first thoughts were for st orange,

then i found le mans green and that was it”

concentrate and take time fitting them, then only a very thin skim off filler is needed, eliminating that risk.”

Deciding on a colour was the next step. “I was going aggressive with everything from the engine to the stance, so it had to be a stand-out paintjob,” Tim says. “First thoughts were for Focus ST Orange, but then I found Le Mans Green and that was it. “I did a lot of the prep, painted the underneath, inside and in the engine bay, but the exterior was finished off by my friend, John who’s a professional.”

YB powerRefitting the Pinto was never considered as there was only one way Tim’s Escort was going to be powered, and that was by Cosworth.

“I bought a complete Sapphire Cossie, ran it around for its remaining test to make sure the motor was as good as it sounded, and then gutted the engine bay,” he says. The engine was stripped, checked — needing just a hone (as was hoped for) and rebuilt. Power upgrades are provided by a T34.48 turbo, a Harvey Gibbs

street tough

Recaro recliners were already fitted to the Mk1 when Tim bought it, yet work perfectly with the new street racer theme.

Oh my: just look at the level of detail Tim has put into the YB install, from the machined cam cover to the ‘hidden’ induction cone.

January 2015 27

Capacity: 1998ccStandard power: 204 bhpThey may well cost a fortune to buy in the first place, especially good ones, but Cossie YBs take the minimum of effort to wire up and virtually bolt in place of a Pinto. Plus keeping the turbo means an easy 200+ bhp, and the tuning potential’s incredible. YBs have a 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 didn’t quite work out that way but there are plenty of NA Cossies competing and powering road cars. The typical figure is around 225 bhp but it’s at a cost compared to keeping the turbo.

street engines: COswORTh YBECU and remap along with Siemens black

injectors, a large intercooler fed with air from a K&N induction kit under the offside wing and a trick GReddy Profec2 boost controller, which gives about 16 psi at stage one and up to 28 psi on its second stage.

“I’ve not had the power recorded on a rolling road yet,” says Tim, “but we’re hoping there’s about 380 bhp — if not a little bit more at full boost.”

Transmitting that power to the rear wheels is via a Glebe Engineering T5 ’box, AP Racing clutch (with hydraulic conversion), custom motorsport prop, a six-linked Baby Atlas with a four-plate LSD and finally some 18-spline heavy-duty driveshafts.

“Getting the stance of the car was another area I concentrated on, as I’ve seen too many Escorts that just don’t seem to sit right,” Tim reckons. “Coil-overs all-round and adjustable suspension geometry give me scope to get the ride height perfect on the 15 inch MLs — which I went for as I like to see bubble arches filled up!”

“the whole package looks good, and drives as well as it looks”

tech specBody

1971 Mk1 Escort two-door rebuilt to Group 4-spec, Bubble arches, louvred bonnet, large gearbox tunnel, six-link boxes and mounts, coil-over turrets in rear, front lower splitter, drilled front panel, front corner bumpers, Xenon lamps. Paint: Le Mans Green with DMB Graphics black Mexico decals

EngineCosworth YB Turbo, standard internals, T34 turbo with .48 housing, Siemens black injectors, plenum spacer, Harvey Gibbs ECU, 3-bar MAP sensor, GReddy boost controller, large intercooler, K&N under-wing air filter, Bailey breather system, custom 2.5 inch stainless steel exhaust with Eurosport silencer, machined rocker cover, RadTec alloy radiator with Stant cap, big-wing sump, Facet lift pump, Bosch 044 high-pressure pump, Alloy Racing Fabrications pump mounts and swirlpot, SFS braided hoses. Power: approx 380 bhp

TransmissionGlebe Engineering Cossie T5 gearbox, adjustable gearbox mount, AP Racing clutch, custom lightweight motorsport propshaft, Baby Atlas axle, 3.44 final drive, four-plate LSD, 18-spline shafts

SuspensionFront: Bilstein coil-overs, 300/70 inserts (Tarmac), 200lb springs, Gartrac strut brace, tension strut kit, adjustable TCAs, Group 4 alloy hubs, roller-bearing top mounts, Rose-jointed throughout, World Cup crossmember, Corsa EPAS.Rear: Bilstein coil-over conversion, 185 lb springs, six-linked (Watts linkage) with additional bracing

BrakesFront: AP Racing four-pot callipers, 305 mm vented discs. Rear: disc conversion, Sierra Cosworth callipers. Bias pedal box

Wheels And TyresCompomotive ML 9x15 inch alloys, 245/40R15 Avon CR500 tyres

InteriorSafety Devices roll cage, Recaro Speed recliners, standard rear seats, new carpet set and smoke black headlining, refurbished door cards, flocked dash and parcel shelf, Springalex steering wheel, RS six-dial dash, custom centre console with control switches, push-button starter, GReddy controller, and Defi gauges for oil temp, boost, voltage and exhaust gas temp

A Mk1 in Le Mans Green with Mexico stripes is hard to beat.

Gel-filled Defi gauges are housed in centre console. Brake bias valve tucked out of the way under the dash.

Tim got more than he bargained for with this Mk1 build, but we’re glad he saw it through to the very end. 15 inch Comp MLs cover AP Racing brakes up front.

28 January 2015

mk1 escort

Elsewhere on the mechanical front no expense has been spared either with the Group 4 theme extending to alloy hubs, compression struts, adjustable TCAs and roller top mounts, with Rose-joints throughout. Braking is top-spec too, with AP Racing callipers at the front gripping 305 mm discs and a Sierra Cosworth rear disc conversion, with a bias pedal box giving adjustment through the system.

Inside jobInside the Escort the street-race style is continued, helped by the excellent Recaro Street

recliners that came with the car. The flocked dash, six-dial instrument cluster and Springalex wheel are old-school nods, but then the modified intent is fully on display with the centre console, which houses the GReddy boost control panel, push-button starter system and a set of Defi gauges.

“What you can’t see behind this, and throughout the car, is the brand-new wiring loom made up by Lee at Omega Auto Electrics (01623 557373),” says Tim. “Nearly three weeks of Lee’s time went into that, and I can’t say enough about how good the job is.”

“In fact, the whole package looks good, and drives as well as it looks,” he continues. “You can make it break away for a bit of fun, but even when really pushed I’m confident that nothing unwanted is going to happen. Having had just a few shakedown runs during 2014, I’m really looking forward to the 2015 season.”

mk1 caprimk1 capri

30 January 2015

“i Went tO LOOK At tHe CAr WitH MY SOn AnD He tOLD Me tO WALK AWAY FrOM it. it HAD nO FrOnt WingS AnD neeDeD A LOt OF WOrK”

For Dave Surry, building this V8 Mk1 Capri was something very di� erent to what he was used to,

but safe to say it’s turned out well!

he fi rst time you clock those wide arches, fi nely-detailed fi nish and V8 engine looming under the bonnet, it’s easy to

assume that this heavily-modifi ed Capri must have been built by a seasoned pro, a serial modifi er, or even a tuning company. But that’s what makes this Capri even more special, as this is owner, Dave Surry’s fi rst attempt at a modifi ed classic Ford. What makes it all the more impressive is that he built it by himself in his single garage at home.

As you can probably tell, Dave is clearly a hugely capable craftsman and although this is his fi rst modifi ed car it is certainly not his fi rst restoration. An aircraft engineer by profession, he’s lovingly restored many cars over the years, from vintage classics and Mk2 Escorts to a 1960s V8 Mustang. But with an empty garage for once and always keen to take on something new this local car caught his eye when it came up for sale, although it was in a very different state to how you see it now.

Walk on by“I went to look at it with my son and he actually told me to walk away from it!” laughs Dave. “It had no front wings and needed a lot of work. But after researching the available panels and lack of cars for sale, I decided to go ahead and ended up paying just £250 for it.” A bargain like that makes any project seem a little more worthwhile, especially as Dave then sold the engine and gearbox that came with the car for £100!

Once it was home, the normal procedure entailed, which meant dismantling the car and putting it onto a rollover jig where it would remain while Dave got it into shape, and that turned out to be quite a job. For a start, the fl oors, inner and outer sills, front chassis rails, front and rear scuttle panels, driver’s door skin, bootlid, bulkhead and heater box were all replaced or repaired.

“I even had to graft in a roof gutter from a Mk3 Capri along with the A-posts, as they had been patched up badly over the years using road signs among other things. It was appalling, really,” recalls Dave. “But the original strut tops remain. They are reinforced with extra top plates and a strut brace for the larger engine.”

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cologne racer

January 2015 31

After losing one engine, Dave’s keen to keep tabs on the current Rover when he’s ‘pressing on’....Cobra Classic buckets work with the race-car theme.

The base-model Mk1 proved to be a perfect base for Dave to create a Cologne replica.

32 January 2015

mk1 capri

After eightThe larger engine Dave had in mind was, of course, a V8 but an Essex and Cosworth V6 were both considered before he decided he wanted that throaty V8 soundtrack. After some research Dave made his mind up on a Rover and promptly bought two engines to make one good one from, but it wasn’t all plain sailing.

“After several V8-powered cars this was my only way forward as the sound of a V8 is addictive!” he enthuses. “The Rover seemed a good choice — light, cheap, easy to get hold of and spares readily available. But getting the engine to fit was the biggest headache. I did it on my own and must have put it in and out five times.”

Not only that, but sourcing a manual gearbox was one of the most expensive parts of the conversion and caused more headaches for Dave, requiring the top of the gearbox tunnel to be extended, a custom clutch mechanism to be built and the remote gear linkage shortened so it came out of the original hole in the tunnel.

A full year after it was first brought home the car finally rolled back out of the garage once again, only to be sent back in for a round of bodywork this time, which took a further 6 months as it meant fitting that wide arch bodykit Dave had chosen.

“Panels were expensive and as it didn’t have any wings I fancied taking the opportunity to go for a race car look instead, so I bought a Peter Wade Motorsport Cologne kit.”

After tubbing the rear arches the wings and rear arch panels were attached and then firmly bonded in place to ensure there would be no cracking in the future, and then he prepped the car for paint himself, so it was just a matter of selecting a colour. That was no easy task either as Dave at first wanted to do it Alan Mann Racing colours, but it didn’t seem to suit it. Then he saw the November 2011 issue of Classic Ford with a Mk1 Capri in this colour scheme on the front and he knew straight away that was the look he wanted.

Ever the perfectionist, Dave even got lucky when he met someone with a Mk1 Capri endurance racer who had precisely the right measurements for the colour scheme and allowed Dave to take the dimensions so they were accurate. The painter wasn’t quite as happy as Dave was though. “It took him a whole day to mask it up,” he recalls.

Split decisionThe BBM split-rims from Image completed the look and thankfully, ordering them in the correct size, fitment and offset to fill those swollen arches turned out to be an easy process. The salesman at Image had seemingly already sold a set before, so when he said he knew exactly what would fit, he was right!

The finishing touches were rechromed door handles, re-anodised brightwork and RS-style headlights using adapted Mk3 Capri backplates. Inside then revolved around a pair of Cobra Classic seats together with black door panels and a matching rear seat, while new carpets and a good dash top and parcel shelf completed the look.

Dave finally finished the Capri in time for the 2013 show season, but the car has had its ups

Capacity: 3528cc (later 3946cc)Power: 158 bhp The Rover V8 is the way to go if you want that eight-cylinder sound for sensible money. All-alloy construction means it weighs about the same as a Pinto, and while fitting one in a classic Ford isn’t easy, enough have been done so you know what’s involved. Tuning one to make reliable power is a fine art, but there are plenty of parts and specialists to guide you.

Street engineS: RoveR v8

Wider 2.8i axle that Dave’s used pushes those 9x16 rims further out into the Cologne arches.

It may have been rotten everywhere else, but the Capri’s still wearing its original strut tops...

cologne racer

Dave was able to get the correct measurements for the livery from an endurance racer.

GXL headlamps were essential to pull off the eTCC look.

BBM splits evoke the glory days of ’70s eTCC racers.

Cologne arch kit is a sight for sore eyes, don’t you think?

34 January 2015

mk1 capri

Tech SpecBody

1973 MK1 Capri 1600 facelift base model, pained Electric Monza Blue and Diamond White, Peter Wade Motorsport wide arch Cologne body kit, fibreglass front valance and spoiler, RS3100 rear spoiler, chassis strengthened as per 3-litre Capri, RS-style quad headlights, period decals

EngineRover V8, 3.9-litre, completely rebuilt and +30 thou, recon crankshaft, Viper Hurricane camshaft and followers, Cloyes steel timing gears, Offenhauser 360 manifold, Holley 390 carb, modified Rover P38 exhaust manifolds, custom made exhaust system and crossover pipe with small Cherry Bombs, Range Rover radiator with twin electric cooling fans

TransmissionRover LT 77 five-speed gearbox, Rover clutch, hydraulic clutch conversion, custom propshaft

SuspensionFront: KYB struts and 2 inch lowering springs, Capri 2.8i anti-roll bar, Capri Sport strut brace kit. Rear: Capri 2.8i rear axle and single leaf springs with 1 inch lowering springs, polybushed throughout

BrakesFront: Volvo four-pot callipers with Capri 2.8i cross-drilled and vented discs. Rear: 2.8i drums. Capri 2-litre brake servo and Mk3 master cylinder, all new brake pipes and HEL stainless hoses

Wheels And TyresImage 8x16 inch and 9x16 inch custom-made BBM wheels, Toyo Tyres

InteriorCobra Classic seats, new headlining, door panels and carpet

Thankswww.capripower.com for advice, Image Wheels (0121 5222442), Escort Tec, Phil and Adam at Custom Coachworks (01444 248061), my son, Ian and stepson, David for the help and my long suffering wife, Diane, for her patience, coffees, beers and brake-bleeding skills!Classic Ford thanks: Ian Perry at Perryair, Shoreham Airport (01273 463081) for the photoshoot location

and downs since then. “The fi rst Rover engine I fi tted — a 3.5-litre — was extensively rebuilt but unfortunately, after collecting fi rst prize for best Ford at the Old Skool Ford Summer Show, 20 minutes later on the way home a valve spring broke.”

This dropped the valve into the cylinder and then the engine seized after splitting the piston into three pieces. A new engine has now been built up and is currently being run-in. “It drives really well, I’ve done about 500 miles in it now and it’s started to loosen up and it pulls like a train with an unbelievable noise. It sounds as good as it looks!”

All changeSadly, Dave is the kind of person that likes to have something in the garage to work on, so he is already thinking of replacing the Capri and he has a hankering to go American once again. “One of my dream cars is a 1968 Dodge Charger and with the way prices are going, if I don’t get one now I never will.”

With experience in both standard and modifi ed cars now, we’ll (just about) forgive him for going either way when it comes to a car like that...

HOMeBUILT HeRO

36 January 2015

irst up we have to tell you the story behind inspiration for this build, as it’s just a bizarre tale that needs to be told. Kristof Wuyts is a serial classic Ford builder. We fi rst met him at the

Venlo Classic Ford Show in 2010 where he was debuting his freshly-fi nished Mk1 Fiesta XR2, complete with ultra-rare, Croix Blanche Turbo May conversion. The quality of this build was only surpassed by what we saw in his family garage when we arrived there to do the photoshoot for our May 2012 issue — immaculate Escorts, concours-build Mustangs and other rare and desirable classic Ford projects safely tucked away. Heaven? Well yes, actually.

So why did we come back? Because it’s our fault that this simple, street-thrashed Mk1 Cortina exists and we love that. For all the bare shell, big-buck builds in this world you have to have something to beat on sometimes. A set of keys that you can scoop up and go out to play with that don’t mean a week’s worth of detailing when you’re done. Stone chips? Medals of honour and bald tyres? Indicators of a good time.

Too goodHow did we become responsible for this, then? We’ll let Kristof explain that one. “When my Fiesta was on the cover of Classic Ford, there was also a Mk1 Cortina built by Andy Jessup. In the article he was saying how he built lots of good cars that he didn’t want to drive, and I saw myself as that person.”

Yup, with so many great cars the realisation that they were almost too good hit him, so Kristof did exactly what we advise against and went out looking for the worst Cortina he could fi nd. Because after all the others, it just so happened a Mk1 was the most appealing out of any potential project car, he was set to recreate our own cover.

So why start with the worst one? Again, this makes us break a smile as Kristof says if he’d started with something solid and semi-presentable then it would have ended up being another 100-point restoration, which would defeat the point.

How rough is rough then? We’re told it was a scrapyard car — the front and rear were bad and while the middle was OK, overall it

F

Ready This is the story of how cover car builder, Kristof Wuyts

wanted a rough-and-ready Mk1 Cortina and ended up with a feature car...

Words and Photos Bryn Musselwhite

Far left: gauges were picked up on one of Kristof’s manyt trips to the UK. Left: alloy door panels were home-made.

Classic buckets, alloy door panels and rubber fl ooring from a stables... What’s not to like?

Three-rail 2000E ’box is used to row the Cortina along.

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38 January 2015

HOMeBUILT HeROXXXXXXXXX

“I KEEP HAVING TO STOP MYSELF FROM DOING MORE THINGS TO THE CAR, THOUGH”

mk1 cortina

Capacity: 1599ccStandard power: 86 bhp (GT spec)Cheap, easy to fi nd and crucially it can be tuned and improved at home. The 1600 version of the Kent pushrod was the default engine in Clubman motorsport for many years meaning parts and tuning advice are everywhere. Most survivors feature the infamous ‘fl at’ cylinder head with the inlet and exhaust ports on opposing sides, plus a bowl-in piston combustion chamber design and with it, bags of tuning potential. Later 711M blocks are stronger but don’t ignore earlier ones, and new blocks and (alloy) heads are available so parts supply is excellent.

STREET ENGINES: KENT CROSSFLOW

1700 Crossfl ow was bought complete and a bargain buy from the UK.

Twin 40 carbs meant Kristof had to move the battery to the boot. Oil catcxh tank lets the Crossfl ow breathe.

15 inch Compomotives are an unusual choice but they work!

Front lower spoiler is from a Gold GTi.

was so bad that Kristof didn’t even want to take a photo. Preferring instead to get stuck in, the rate at which he works is something else. With builds taking a few months rather than years, it’s an admirable work ethic that gets results.

Metal machineWith the project base sourced from Holland, a second shell was found as a part completed rebuild, which would hopefully provided some much needed metal. Looking at the Cortina now you’d never believe that the front wings have part of the original metal left around the headlamps, with new being added halfway back to the scuttle, before the rear edge which is a mix of new and old. And that’s just the wings!

The rest of the body is a similar story, the rear valance is new, but very little else is proper repair panel. Kristof really let himself loose on this one, instead of hunting down rare NOS panels or trim, he fabricated his way around the problems and took a more direct route to completion.

Ironically, what he’s ended up with is what most of us aspire to, even if it is a quick fi x for him. That’s not to say it’s a compromise of course, because he’s still managed to create a great-looking Cortina. Based in Belgium means he’s no more than a few hours away from Calais and picking up parts in the UK is a day’s drive. In fact, we enjoy catching up with Kristof at the Classic Ford Show and Ford Fair each year, where he can always be seen hunting for parts.

Hellbent for kentThat hunting has turned up some of the most signifi cant parts of the build. “The engine was the best part of it. You have to spend £3000-4000 Euros for a screamer over here and I saw this one on the internet with the twin 40s, a nice spec. I paid the same price as you would pay for a broken engine and the carbs. All I had to do was go to England!”

So far it’s been a good, reliable engine and with the Burton Power cam it’s fast enough for ducking around the B-roads near home.

The Compomotive Wheels are an unusual choice for what at fi rst looks like a semi-period build, but we like them all the more for that, once again the pain that comes with hunting down rare period wheels is gone and the street-racer vibe they add to the two-door continues inside. “I went for some simple,

“THE CROSSFLOW HAS PROVED TO BE A GOOD, RELIABLE ENGINE, FAST ENOUGH

FOR DUCKING AROUND THE B-ROADS”

cheap, bucket seats so I didn’t have to retrim anything and alloy panels because again they’re cheap,” Kristof explains. “The steering wheel is small, but period... Les Leston I think.”

It works, right? No rare trim pieces to get lost or damaged and if you kick a door panel, no stress. Sat inside it just inspires you to throw down the throttle a little more and listen to the carbs working. The rubber fl ooring was originally intended for use in stables or horse lorries, yet how good does it look here?

The Cortina has enabled Kristof to try new things too, and we’re not talking about cutting corners either — no this time he got to spray his project.

“It had to look period and I know I’m not much of a good painter, but because it’s not a mint resto I could do it myself and use it as practice.” Did you choose white because Andy Jessup’s was, too? “No, the paint was free and it used to be brown and green, so anything was an improvement!” The white covers up the less than perfect (in Kristof’s eyes) bodywork,

Tech SpecBody

1962 Cortina Deluxe, no bumpers, Consul badge, custom front and rear panel and Golf GTi lip, bullet mirrors. Paint: Diamond White

Engine1700cc Crossflow, balanced and lightened, twin 40 DCOEs, Burton Power Fast Road cam

Transmission2000E with long first gear, one-piece propshaft, Tran-X LSD

SuspensionLowering springs at the front, blocks at the back

BrakesFront: Solid discs and P16 callipers. Rear: 9 inch drums

Wheels And Tyres6.5x15 and 7x15 inch, period Compomotive two-piece wheels with 195/45R15 and 205/50R15 tyres

InteriorBNB Classics seats and mirrors, alloy panels, period gauges, Les Leston steering wheel, black headlining, stable rubber flooring

ThanksMy girlfriend, Priscilla for sanding it down, my father and family... And the Dutchman that sold me the bad car, Andy Jessup for inspiring me

easy to touch in and clean you can tell he enjoys the simplicity.

“I can take it in the rain and the mud, you can drive over stones and you hear them in the arches and you don’t worry. Stone chips on the front? It’s all about fun, right?”

Altered beliefSo does this mean a change of belief? Has it altered his approach to building projects?

“It’s a fun car and that’s the only ever thing that will be done with it. I’ll drive it until it dies. I do have to stop myself from doing more things to it, though.”

And how does he do that? The only way he knows how, by building another killer classic Ford project.

This time it’s an Anglia and trust us, from the pictures we’ve seen already we’ll be back in Belgium again soon enough. Even Kristof’s rough and ready is inspirational, so whatever your skill level there’s a way of having what you want if you work hard enough.

Front wings have been repaired using three sections. Kristof painted the whole car — his fi rst attempt!

40 January 2015

HOMeBUILT HeRO

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Escort Twin CamPower: 109 bhp

Produced between: 1968-1970What is it: The Twin-Cam used the same 1558cc engine as the Lotus Cortina. This meant 109 bhp and a top speed of 115mph. Externally there was little difference between the Twink and its less-powerful versions. A reinforced bodyshell with slightly wider wheel arches and quarter bumpers hid the uprated suspension and slightly wider steel wheels. Nearly all road cars were fi nished in Ermine White with minimal badging and no side stripes, making it the ultimate factory Mk1 sleeper.

Mk2 Cortina SavagePower: 140 bhp

Produced betweent: 1966-1970What is it: The Savage was the brainchild of Jeff Uren, a former Ford works driver and competition manager for the successful ‘60s racing team, Willment Racing. When the Mk2 Cortina was launched in 1966, Jeff saw the car’s potential as a fast long-distance cruiser and set about fi tting a tuned version of the new Essex V6 into one. The motoring press raved about its relaxed muscle car-like performance and his Race-Proved outfi t was soon converting brand-new 1600Es — at their peak in the late ’60s at a rate of 15-20 cars a week. The cars featured a revised cooling system, uprated suspension, Powr-Lok LSD, and an extra boot-mounted eight-gallon fuel tank mounted above the rear axle. While the majority of Cortinas converted were 1600Es, Lotus and GT-based versions were also produced (including estate cars), and Race-Proved went on to create similar conversions for the later Mk3-Mk5 Cortinas.

Capri 2.8iPower: 160 bhp

Produced between: 1981-1986What is it: Ford’s Special Vehicle Engineering group was entrusted with developing the Capri 2.8i that made its debut at the 1981 Geneva Motor Show. SVE decided to adopt the Cologne 2.8-litre V6 with Bosch K-Jetronic fuel injection, plus

lowered suspension, thicker anti-roll bars. gas-fi lled shock absorbers, and wide-rim alloy wheels fi tted with Goodyear’s 205/60VR NCT tyres. The specifi cation also later included a fi ve-speed gearbox, a limited-slip diff (1984 onwards) and ventilated disc brakes for the front wheels. All this translates into a car that rocketed from 0-60 mph to just 7.9 seconds.

Capri PeranaPower: 281 bhp

Produced between: 1970-1972What is it: The Perana was probably the most iconic cars in South African, Basil Green’s range of performance Fords. The only V8 Capri ever offi cially sanctioned by Ford, it was available from all South African Ford dealers with a full Ford warranty. Ford was closely involved and Capri Peranas were built as such at the Ford plant in Port Elizabeth and were shipped minus engines and gearboxes to Basil Green Motors where the manufacture was completed. The car was based on the Mk1 3000 XL model and it was powered by an uprated Mustang 5-litre V8 Windsor engine. Power was fed through a Mustang Top Loader gearbox to an Aussie Falcon rear axle. Bright Yellow or Peri Peri Red were offi cially the only colour options, but a handful of cars were produced in other colours including gold and mustard.

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Want to know what your all-time favourite Ford Q-cars for surprising the oppostion are? Read on!

FACTORY SLEEPERS10TOP

top ten: factory sleepers

Sierra XR4x4 (Mk1)Power: 150 bhp

Produced between: 1985-1989What is it: The subtle XR4x4 took the XR4i’s Cologne 2.8-litre V6 engine and Type-9 fi ve-speed and mated them to a four-wheel-

drive system that made it an exceptional (if pricey) road car at the time. Original, untouched and mint examples are now much in-demand, but buy wisely as some parts are thin on the ground.

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TOP 10

44 January 2015

Mk2 Granada 2.8i Ghia X

Power: 160 bhpProduced between: 1981-1985What is it: From businessman’s luxury motor to police motorway patrol car, the 2.8i Ghia X Granadas could comfortably take on more expensive makes, particularly from Germany, where it enjoyed as strong a following as here in the UK. With a design very much of its time, the Mk2 didn’t stand out too much, despite the Ghia X’s TRX alloys, making them perfect sleeper fodder for cross-country blasts. And the best bit? The range-topping Ghia X (and rarer Ghia X Executive) came fully-loaded.

Scorpio 24-valve Power: 195 bhpProduced between: 1990-1998What is it: The 2-litre Scorpio couldn’t cut it, but with a quad-cam, four valves per cylinder conversion of the 2.9-litre Cologne V6, Ford changed all that. Cosworth not only did the design job, but built all the road car’s engines too, in Wellingborough. Using an EEC IV engine management system, they had enormous trouble in keeping peak power down to 195 bhp, and it was quite a relief to be allowed to push out 210 bhp with later power units. The combination of the engine, the automatic transmission, the power- assisted steering, the ABS brakes and the plush interior made for an awesome and understated executive express. As did the effortless high performance, especially as no-one else seemed to realise what was passing them. According to independent fi gures, a Scorpio 24-valve could reach 136 mph, and it felt like it.

power- assisted steering, the ABS

fi gures, a Scorpio 24-valve could

Mk5 Escort RS2000Power: 150 bhp

Produced between: 1990-1993What is it: The understated appearance of the reborn RS2000 was supposedly a deliberate ploy by Ford to try and reduce rocketing insurance premiums. Whether it worked or not, it did give us a supremely capable hot-hatch with sleeper status,

that today is a relative bargain if you can fi nd a rust-free one. Under that sleeper skin was an extensively modifi ed I4 16-valve DOHC engine. It came with polished 6x15 alloy wheels and the distinguishing power bulge bonnet. Other features included power steering, anti-lock brakes, sunroof and a Grey Panache interior with a Recaro seats.

Sapphire CosworthPower: 224 bhp

Produced between: 1988-1990What is it: While the three-door Sierra Cosworth stuck out like a sore thumb thanks to its whaletail, the Sapphire version was far more understated with a smaller boot spoiler and three-box shape. The running gear was more-or-less the same as the original Cossie, however, with 224

bhp as standard from the turbocharged YB, with potential for much, much more. No graphics, fairly understated badging and subtle bumpers and bodykit would have made this an awesome executive sleeper when it was fi rst introduced, and it’s still a great classic buy today.

Mk2 Lotus CortinaPower: 109 bhp

Produced between: 1966-1970What is it: Available in single colour options (the stripe was a dealer extra), the Mk2 was far more stealthy than its older, original brother. The 1558cc twin-cam engine was quoted as 109 bhp by Ford, and almost identical to that used in the Escort Twin Cam of 1968. The

gearbox used the 2000E/Mk2 GT ratios, and the rear diff changed in ratio from the 3.9:1 used in Mk1s to 3.77:1. Sadly, it was the Escort Twin Cam that spelt the downturn in popularity of the Cortina, as although it was produced until 1970, interest waned as the Escort’s popularity grew — the Cortina was no longer used in headline motorsport events as the Escort took over.

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46 January 2015

XXXXXXXXXmk1 fiesta

46 January 2015

hichever way you cut it, carrying out a drive conversion on an old car is a deeply impressive thing. There are all

manner of obstacles to overcome, lots of metalwork to be altered, and countless hours spent plotting and planning how everything will fi t together. We’ve seen plenty of these kinds of builds in Classic Ford over the years, and we’ve never failed to be impressed by the quality of the work involved. The Mk1 Fiesta has become a fairly popular route for this kind of think thanks

to its (relative) affordability, and a few rear-wheel-drive examples have graced these pages, with powerplants ranging from Zetecs to YBs, Pintos to Subaru boxer engines.

Some of these cars don’t try to hide the work that’s been put in (Chris Todd’s lunatic, Impreza-powered Supersport being a case in point), while others, like the 1983 van you see here, go to great lengths to appear subtle, restrained and, dare we say it, almost stock-as-a-rock.

“That was the plan from the very beginning,” says owner, Lee Dobbie. “We wanted to build a rear-wheel-drive Fiesta, but one that looked as factory as possible, so much so that a non-Ford person would mistake it for a standard vehicle.”

Joint effortIt’s worth stating right from the word go that this is something of a joint project, with both Lee and long-time Fiesta fettler, Barry Lynch having invested many hours in it. Barry was

W

You’d be forgiven for mistaking this for ‘just’ a clean Mk1 Fiesta van, but look deeper and

you’ll � nd clues to its true, ultimate street-sleeper nature.

Words Jamie Arkle Photos Adrian Brannan

Van-ishing

point

cosworth van

January 2015 47January 2015 47

“wHen lee took delivery of tHe freSHly-panted SHell, it

waS JuSt begging to be turned into SometHing truly Special”

actually commissioned to build a rear-wheel-drive Fiesta for another individual, and had got as far as totally sorting the shell, tackling the considerable rust that had worked its way into structural areas, and preparing it to accept a longitudinal drivetrain. The fl oor had been shotblasted, undercoated and painted in the same hue of Caspian Blue as the rest of the car, and all the known trouble spots had been sorted. This meant that Lee found himself starting from a fantastic position when he took

delivery of the freshly-painted shell on January 1, 2013 — it was just begging to be transformed into something truly special!

“Barry’s work is second-to-none and he’s been fantastic throughout. Together we decided to carry on with the project, though at the start I intended to run a Zetec in there as I thought it’d be cheaper,” recalls Lee.

Converting a Zetec for use in the rear-wheel-drive van was proving expensive, and this eventually prompted Lee to bite the bullet and

hunt out a package of Cosworth parts, culminating in a pallet delivery with a YB, engine bay wiring loom and T5 gearbox. Actually getting all of this to sit properly in the van was made all the easier thanks to the work Barry had already put in for its previous owner, though you might be surprised how few alterations were needed to the engine bay.

One of the trickiest areas to package was the radiator and intercooler assembly, primarily because Lee was so intent on preserving the

XXXXXXXXX

48 January 2015

Where there’s smoke... Lee reckons the Fiesta puts the power down really well, but it can still light up the rears with ease.

Converting a Fiesta to rear-wheel-drive isn’t as hard as you might at first think, but there’s still work involved. The front (modified) crossmember, rack, anti-roll bar, and track control arms from a Capri are usually incorporated at the front, as are Capri struts. Then comes the task of measuring and modifying the bulkhead and fabricating a transmission tunnel. At the rear, an English axle is the preferred choice, though it’ll need shortening to fit inside the standard arches, along with custom trailing arms designed to work with the original mounts on the shell.

Heavy Sleeper:going rear-WheeL-drive

mk1 fiesta

van’s stock looks. Obviously there was a rather pressing need to cool the whole Cosworth set-up, but fitting the radiator and intercooler actually involved some painstaking trimming to the Fiesta’s front panel — a tense moment for Lee, we’re sure!

Fab skillsLee goes to great lengths to highlight the extent of Barry’s fabrications skills, citing the engine and gearbox installation as a case in point, particularly those thickened chassis rails and modified Capri crossmember.

“It was thanks to Barry that most aspects of the conversion just fell into place, mainly as he’s tackled a few conversions before. You could say it’s almost second nature to him.”

This meant that it wasn’t long at all before the rolling shell was sitting pretty with the Cosworth powerplant and drivetrain in situ, though naturally the pair couldn’t resist applying a few mild tuning tweaks to the set-up at the same time. The rebuilt YB now sports

roll cage and rear brace help to stiffen the van’s shell.

Modified turrets now house Bilstein Capri dampers.Lack of room means the master cylinders live inside.

it all fits: The YB and turbo looks right at home, with the modified radiator and intercooler being carefully squeezed in, too.

Xxxx

January 2015 49

cosworth van

green injectors, a Motorsport Developments loom, chip and coil conversion, a custom 3 inch exhaust and boost pipes, and that one-off intercooler/radiator assembly. OK, so this isn’t exactly the kind of work that nets four-digit power figures, but it’s good for 330 bhp, and that’s more than enough in something as lightweight as a Fiesta van!

“I’m more than happy with that power, it’s nicely balanced at the moment. I was also pleasantly surprised by how much grip it has at

the back, thanks in no small part to the five-linked English axle and 3J LSD we fitted along with the Cossie stuff,” muses Lee.

It helps that Lee’s invested time and money in the van’s chassis, converting Bilstein front struts to coil-overs and sourcing Leda adjustable rear dampers and 2 inch lowering springs, plus commissioning a pair of custom strut braces to link the whole shell together. The Fiesta Supersport four-spoke wheels were on the car when Lee bought it, but they’re an ideal

“i’m more tHan Happy witH tHe current power - it’S nicely balanced at tHe moment, and it ’S pretty grippy, too”

Creature comforts: Lee’s not skimped on the interior fittings. note the big tunnel needed for the T5 gearbox, too.

Supersport alloys keep everyone guessing.

Those rear a539s won’t last long...

Fiesta Turbo recaros have been retrimmed in leather.

mk1 fiesta

choice as they ooze period cool without giving away the van’s true performance potential.

Crail callingThe car made its debut at Crail at the end of summer, though getting it there took some long nights and lots of effort from both Lee and Barry. The former had struck a deal with a local auto upholster to have the interior retrimmed in time for the show, but one thing led to another and it became clear the deadline wasn’t going to be met, certainly not without considerable effort! Luckily, the reupholstered Fiesta RS Turbo Recaros had been completed in time, but that still left Lee to fit the custom carpeting and door cards, something he was still finishing in the early hours of Sunday morning!

tech spec

Body Fully restored 1983 Mk1 Fiesta van, shotblasted, undersealed and painted floor, chassis rails added to the engine bay, custom engine and gearbox mounts, Capri crossmember, custom transmission tunnel seam welded into place, mounting points for rear axle, brand new glass, badges and lights, zinc-plated metal fittings, trims, bonnet catches and strut tops, US-spec grille. Paint: Caspian Blue

EngineYB with Garrett T3 and vapour-blasted compressor housing, uprated actuator, Forge dump valve, 3 inch custom stainless exhaust system, custom alloy fuel tank, Facet lift pump, external swirl pot, Bosch 044 main pump, braided hoses, JIC fittings, green injectors on refurbished rail with JIC fittings, custom header tank, Pipercross air filter, vapour-blasted inlet and throttle body, MSD braided loom, chip and coil pack conversion, 3 BAR map sensor, custom boost pipes and crossover pipe, Cosworth alloy radiator, modified intercooler, twin 12 inch fans, refurbished candy blue rocker cover

TransmissionCosworth T5 gearbox with shortened gearlever, custom one-piece propshaft, powdercoated English axle with 3.54:1 CWP, 3J Driveline LSD

SuspensionFront: Capri Bilstein uprights converted to coil-overs, custom strut brace, new bushes.Rear: Mk1 Fiesta Leda adjustable dampers, 2 inch lowering springs, five-linked, custom strut brace

BrakesFront: Hi-Spec four-pot callipers with 275 mm fully floating discs, braided lines.Rear: Peugeot 405 solid front discs machined to fit the rear, custom brackets for Cosworth 2WD callipers, braided lines

Wheels And Tyres6x13 inch Fiesta Supersport alloys, powdercoated anthracite and diamond cut, 175/50R13 inch Yokohama A539 tyres

InteriorFiesta RS Turbo Recaros and door cards reupholstered in anthracite, carbon fibre and matte black vinyl, TRS three-point harnesses, brand new headlining, custom made carpets with black binding, rear loading area ply-lined and trimmed in charcoal carpet, six-point bolt in roll cage powder coated in anthracite, dashboard and plastic trims painted black with interior vinyl paint, carbon fibre dash, gear knob insert and clock surrounds, custom gaiter, suede steering wheel

ThanksTo Barry for making the impossible happen, Stevie for a great job on the exhaust and his support, and a special thanks to my wife, Sarah for not complaining about all the late nights spent at the garage

“It was worth it though, as the van got precisely the reaction I’d always hoped for. At first it didn’t attract much attention, then someone clocked the transmission tunnel and poked their head under the car for a closer look. Before long I had the whole of Crail milling around it,” laughs Lee.

The very nature of YB-ing a front-wheel-drive classic is impressive, but it’s the commitment to subtlety that really sets Lee’s van apart for us. Granted it might be something of a cliché, but in this case it holds true; if you didn’t know that this van never came with a longitudinal twin-cam engine, you could well be forgiven for thinking this was nothing more than a carefully restored, factory-spec example, and that’s a deeply impessive achievement.

“at firSt it didn’t get mucH attention, tHen Someone clocked

tHe tranSmiSSion tunnel...”

even without the Cossie conversion, this is a cracking build, that Caspian Blue paint the perfect choice for a sleeper van.

50 January 2015

All the benefits of modern silicone hosesbut with the look of traditional black rubberhoses. Sets availablefor most classicFords.

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Word

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52 January 2015

CFTECHCFTECH

“WE’RE INVESTIGATING OMEX’S HIGHLY-TUNED ST170 BEING BUILT IN-CONJUNECTION WITH RETRO FORD”

Engine tech

Ultimate Fast Road ST170Street sleepers are all about the understated power, and this highly worked-over ST170 engine being built by Omex could be the perfect powerplant.

O mex are widely known for their excellent range of engine management systems. From

the almost basic 200 series, ideal for ignition-only systems to their full-on race 710 series, they’re fast becoming the system of choice for a wide number of engine tuning houses.

What you probably don’t know, is that, for the last year or so, they’ve been developing a brand-new engine-building facility. The emphasis is not necessarily bespoke engines but package deals that seriously perform.

Omex’s brochure is packed full of impressive-spec units that deliver guaranteed reliable horsepower — so all you need to do is bolt it in. In fact, they have a brochure for every range of engine they do.

This new aspect is headed by Neil Peters, himself an impressive fi gure within the motorsport industry. As you’d expect, the facilities they have are scrupulously clean and expanding rapidly — by the time you read this, their brand new engine dyno facility will be up and running.

To expand their range even further, they invited us to investigate a new engine — a seriously-tuned ST170 engine being built in-conjunction with Dave Colledge at Retro Ford Limited. This is to power Dave’s Mk1 Cortina we covered the build-up of in the April 2014 issue.

Dave’s supplied the core engine, Omex are handling the power and components. All we have to do is give you a breakdown of what you get. Exciting things to come, so let’s fi nd out what’s involved.

Contacts Omex01242 260656www.omextechnology.co.uk

Retro Ford Limited01536 747978www.retroford.co.uk

Performance Engine Components01376 583030www.steelconrods.co.uk

Info

Powerhouse: the ST170 is a good performer is standard guise, but Omex are on a mission to make it even better.

Always a big fan of classic sleepers, this engine is being built to drop into Dave Colledge’s latest project car — a 1966 Mk1 Cortina two-door. Looking distinctly classic (and untouched) on

the outside, underneath it will host a whole load of trick parts working with the engine to create a superb-handling and performing ‘60s street sleeper with a trick steering, suspension and

brake-set-up and a Mazda fi ve-speed gearbox - chosen for its better ratios and relatively compact nature which means the gearbox tunnel won’t need cutting.

DAVE’S CORTINA

January 2015 53

Dave Colledge supplied a used ST170, but it was just that — used — and since Omex are in the business of supplying brand-new tuned engines, their plan was to use a new Black Top bottom end.

Now the Black Top engine is slightly different to the ST170 — it’s based on it but the block, rods and pistons are all different. It’s well known that the later engine compared to the earlier Silver Top has a different rod length and piston height, and it’s the same with the ST170 — effectively, there are three normally-aspirated piston/rod length combinations, although the stroke remains the same at 88 mm. This is only a problem if you’re trying to match components — fi tting ST170 pistons onto Black Top rods will cause a problem with clearance — but replacing the lot using the complete Black Top system, and the problem instantly goes away.

engine tech: ultimate st170

Dave’s Mk1 Cortina project is shaping up to be a proper street-sleeper. You’d think he’d be happy about it...

Omex’s Neil Peters is building Dave’s engine — based on a new Black Top bottom end.

THE SUPPLIED ENGINE

“THE BLACK TOP ZETEC HAS A DIFFERENT BLOCK, RODS AND PISTONS TO THE ST170 SO YOU CAN’T SHARE COMPONENTS”

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THE ST170

January 2015 55

engine tech: ultimate st170

Neil Peters at Omex replaced the rods and pistons with Black Top-spec steel rods and Wössner-pattern forged pistons supplied by Performance Engine Components. This is so that the compression ratio can be better controlled,

giving a fi gure of 12:1!The Zetec crank is already a lovely piece ±— made from Spheroidal Graphite. It’s precision cast, then machined to

exacting tolerances by Ford, resulting in a rotating assembly that’s extremely well balanced. It’ll rev beyond what

you’d expect of a cast component, so there’s little point in replacing it. “It’s easier to

make it worse than better,” according to Neil.

Steel rods and forged pistons are being used iun the build. The standard crank (below, right) is well up to the job.

Standard size but upgraded valves are being used in the build.

ST head has been ported by hand. Future ones will be CNC-machined.

It might say Duratec on the lid, but the ST170 from the special-edition Focus is a Zetec. But not just any old Zetec — it’s a performance version built in the US by Ford SVT. It’s widely reputed to be based on a Black Top Focus engine, but it has big differences.

The cylinder head ports are more akin to race practice - and similar to motorbike technology. Therefore this engine needs lots of revs to make it work.

That’s not always practical in a road car — so what you need is variable cam timing (VCT) that gives you the best of both worlds - torque at low revs and horsepower at high. And the ST170 does this with a hydraulically-operated cam pulley that interacts with the ECU,

therefore moving the timing, fuelling and ignition across a wide band so that it operates correctly - there is a defi nite addictive cam-note change when it’s working!

The temptation to bin this set-up when fi tting the engine into a classic Ford is strong, but results show that all you’ll get is an engine that makes peaky power but is extremely fl at everywhere else. Fact, you simply can’t remove it and expect the engine to work correctly.

What you need is a company like Omex to provide an ECU that’ll interact with the system and complement it — so that you can move on from a basic-spec ST170, by adding cams, head work and a ton of other tricks to get a real performer.

It’s well worth keeping the variable cam timing operational if you’re tuning the ST170.

CYLINDER HEADThis is the signifi cant component that determines an ST170 engine from the rest — it has additional oilways to control the VCT, while it also has a different housing area around the inlet cam to house the VCT pulley.

The head Dave supplied was pretty much true and needed little machining, but it’s since been hand-ported to optimise the intake charge — the plan is that it’ll then be scanned, so that it can be replicated by CNC-porting. Therefore, it’ll be available within the package, once this prototype engine has been fully developed.

The cams are specially ground to complement the porting although they are reprofi led on original Ford cams, therefore keeping the shims in the bucket followers the same. The valves are upgraded but standard ST-size - these are already the biggest Zetec size at 33.5 mm, while ST followers are 30 mm — the rest are 28-mm.

56 January 2015

CFTECHCFTECH

710 ECU being used is capable of controlling the ST170’s variable cam timing.

ENGINE MANAGEMENTIt is widely believed that the VCT is either on or off, but in practice, that isn’t the case — it swings the timing backwards and forwards, as the engine needs better control of both power and emissions. It’s pretty obvious then that if you junk Ford’s EEC-IV system then you need something mappable to replace it - hence, Omex will be using their 710 motorsport ECU, which will not only map fuelling and ignition but the cam timing, too. The next step then, is to slot the engine in the car and get it to on the dyno.

It is widely believed that the VCT is either on or off, but in It is widely believed that the VCT is either on or off, but in

Below: seriously-lightened steel fl ywheel will be mated to a race-spec clutch assembly.

Naturally, the fuel-injection system has been replaced with a set of throttle bodies — in this case, 48 mm Jenvey butterfl y-controlled bodies, although they are tapered from 51-45 mm. Dave is also supplying different length trumpets to experiment with when the engine hits the dyno. Engine bay space constraints have highlighted this will need some trial and error to get it right. The whole lot is mounted on a Jenvey

Jenvey’s tapered, individual throttle bodies will form the main part of the induction set-up.

INDUCTION

ANCILLARIES

There’s a bit more to getting the engine in the car — Zetecs are essential front-wheel-drive engines, after all. This one has a Retro Ford Limited cast rear-bowl sump, an alternator conversion, plus a ton of Dave’s other trick bits, such as a seriously-lightened steel fl ywheel and clutch assembly. We don’t know the power output yet, but with that lot in it, it’s not going to be small.

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e’re guilty of saying it every year, but 2014 really was a blinder for the classic Ford scene — incredible

cars built in home garages, superb shows that just get better and better, and club meets that have got it spot-on in terms of serving the needs of their members, and a constant stream of new projects to help inspire us to improve our cars.

Here then, is our celebration of the best of the last 12 months. The cars, the events - it’s all down to you. Plus on page 65 we reveal the prestigious Classic Ford Of The Year.

So thanks from us, and here’s to an even better 2015.

Bring it on!

W

January 2015 59

The best cars, shows, people, photos and more from 2014!

AWARDS

CLASSIC FORD AWARDS

60 January 2015

Perhaps we should rename this award, Best Wheels And Tyres, because there’s no doubt that it’s the pairing that makes David Ward’s über-rare Granada 3.0S such a crowd pleaser. Having the original, 14 inch sculptured steels widened a couple of inches was a stroke of genius for David, not only really fi lling out the Granada’s ample arches but keeping the factory look, too. Then wrapping them in the distinctive Toyo R888 track and road tyres just cemented this car’s serious credentials.

David Ward’s Granada 3.0SFeatured: October 2014

BEST WHEELS

BGMsport’s Escort 1700TFeatured: March 2014

So rare, you’d been forgiven for thinking they only ever existed in old photographs, the rear-wheel-drive, BDT-engined RS1700T is the stuff of legend. Tracking one of the few survivors down in South Africa, BGMsport

are hellbent on bringing this one back to life and back to the rally stage, despite many missing parts, panels and information. With a deadline set for completion of early 2015, we can’t wait to see this in the fl esh.

MOST ANTICIPATED CAR

Classic Ford Event

The UK is spoilt for great events, so it’s forgiveable to be a bit insular when it comes to attending shows across the sea, but the Classic Ford Event in Holland is one you really must get over to — preferably with your classic Ford in tow. A great venue, great mix of old Fords (many which we just don’t get in the UK) and a friendly crowd will mean you’ll be wanting to go back for more.

SHOW OF THE YEARSteve Cropp’s Mk1 Escort

Featured: Summer 2014

Such a good-looking Escort it was in danger of pulling crowds away from the Evo RS200 it was parked near at this year’s Ford Fair, Steve’s Mk1 is the defi nition of ‘drop-dead gorgeous’. The ultra-straight panelwork, one-off metallic green and hand-painted — yes, hand-painted — RS2000 stripes all combine to create a one-off look that references one of Ford’s fi nest hours.

BEST BODY AND PAINTDan Smith’s Crossfl ow turbo

Featured: September 2014

With so few aftermarket turbo kits available when the Crossfl ow was still part of Ford’s current line-up, those of us dead-set on building one have had to go down the DIY route, often resulting in some very messy-looking engine bays. Not Dan Smith’s Escort, though, the neatly-routed pipework and wiring and intercooler tucked out of sight resulting in a very clever and effective conversion. Hats off.

BEST ENGINE BAY

the best of the best

January 2015 61

Malcolm Midgeley’s Thames 400EFeatured: Summer 2014

With many worked, literally, to death, surviving 400Es are few and far between, and replacement parts and crucially, panels, even less so. That didn’t deter Malcolm from cracking on with this panelvan’s rebuild though, turning out what became one of the

standout surprises at this year’s Classic Ford Show. Ask Malcolm how hard the rebuild was of this once-rotten commercial, and he’ll turn visibly pale, but one look at the van, and you know it was well worth the hours, bleeding knuckles and frustration.

RESTORATION OF THE YEAR

Christian Pike’s Mk1 Fiesta

Featured: Summer 2014

Taking the original works Monte Carlo rally Fiestas as his inspiration, Christina has painstakingly created his own, stunning tribute, fi nally fi nished this year. It’s the interior that really shines on this build, though, with near obsessive attention to detail, many, many unique touches such as the cut-down Mk2 Escort dash, and the metres of neatly-routed wiring and pipework. We can’t even begin to imagine how many hours he must have put into getting this so right.

BEST INTERIOR

DCOi carbsWe’re all for a bit of modern technology in our classic Fords to help make them perform better, but most of the time we want them to look the part, even under the bonnet, which is why the DCOi, developed by fuelling gurus, Northampton Motorsport, is such a great idea. All the looks of the classic Weber DCOE sidedraught carburretor, but cleverly adapted to run fuel-injection

PRODUCT OF THE YEAR

Cortina CowboysReminding us that old Fords are our hobby, and really ought not to be taken too seriously, Finnish Ford obsessives, Harri Salo and Henri Aaltonen (frequently joined by Veke Pirkonen) have been amusing us with their online videos of the Cortina Cowboys’ Ford-based crime caper antics for a couple of years now. Coming over to the Classic Ford Show last June to shoot some new footage (and wondering around in full gear) was the icing on the cake. We’re looking forwarded to the next fi lm.

PERSONS OF THE YEAR

Gloucester Old Ford Club

Featured: December 2014Celebrating 10 years of meets in 2014, the Gloucester Old Ford Club have got it nailed when it comes to getting enthusiasts and their cars together on a monthly basis. A decent location (which has stayed the same all this time) helps the continuity, and the 10th anniversary meet we attended back in September was one of the best we’d been to with a great mix of people and classic Fords of all styles. Proof that variety wins, every time.

CLUB MEET OF THE YEAR Motorsport At

The PalaceFeatured: August 2014

The TV footage of the awesome battle between Martin Thomas’ Camaro, Gerry Marshall’s Viva GT and Mike Crabtree’s Escort RS1600 at Crystal Palace in 1971 is the stuff of YouTube legend, so when the organisers of MATP decided to recreate the starting grid of that race, we knew it was going to be a great event with original cars - and drivers - in attendance. Lashings of nostalgia and atmosphere made this a superb Bank Holiday weekend event and our favourite of 2014.

BEST MOTORSPORT

EVENT

Glen Simmons’ Mk1 Capri V8From the Summer 2014 issue

Photo: Daniel Ward

Dave Fisher’s project car collectionFrom the November 2014 issue

Photo: Michael Whitestone

62 January 2015

Paul Wilmott’s Mk1 Cortina V6From the April 2014 issue

Photo: Matt Woods

The best-selling Ford magazine brings you only the very best imagesPHOTOS OF THE YEAR

Joe Logsdon’s Pop 100E projectFrom the June 2014 issue

Photo: Phil Steinhardt

Jimmy McRae and the McRae family Ford collectionFrom the Summer 2014 issue

Photo: Adrian Brannan

CLASSIC FORD AWARDS

January 2015 63

Ford GT70From the March 2014 issuePhoto: Bryn Musselwhite

Jason Brown’s 16-valve Mk1 CortinaFrom the June 2014 issue

Photo: Jon Hill

Berg Cup Mk2 EscortFrom the Summer 2014 issue

Photo: Jeannot Boesen

Simon Mickinley’s Warrior 16-valve EscortFrom the July 2014 issuePhoto: Paddy McGrath

Tim Sandhu’s Mk1 EscortFrom the July 2014 issuePhoto: Phil Steinhardt


NOW TURN THE PAGE TO REVEAL YOUR CLASSIC FORD OF THE YEAR!

AWARDS

CLASSIC FORD AWARDS

64 January 2015

Steve Moss’ Anglia 105EFeatured: December 2013

David Ward’s Granada 3.0SFeatured: October 2014

Sean Chessum’s Fiesta XR2Featured: December 2013

Steve Cropp’s Mk1 EscortFeatured: Summer 2014

Cyril Hughes’ Escort HarrierFeatured: March 2014

Tony Barrow’s Mk1 Cortina GTFeatured: January 2014

Malcolm Midgeley’s 400EFeatured: Summer 2014

Wayne Champion’s Capri 3.0SFeatured: May 2014

Tom Cropp’s Anglia 105EFeatured: July 2014

Rob Dowling’s Thames 300EFeatured: December 2013

Christian Pike’s Mk1 FiestaFeatured: Summer 2014

Dave Magenis’ Mk1 CapriFeatured: August 2014

CLASSIC FORD OF THE YEARTHE NOMINEES THE BEST FEATURE CARS OF THE LAST 12 MONTHS

AWARDS


January 2015 65

We like Tom’s Anglia, a lot. Clearly you do too, which is why you’ve voted it Car Of The Year 2014. A clever blend of old and new, custom and motorsport, it’s one of those cars that if you described it to someone, they’d probably say, no that’s not going to work. But it does, unbelievably so.

Cleverly featuring BMW 2002 arches after eyeing up the ones on his dad’s example, to

2010Johnny WeirMk1 Fiesta

2009Dave McSherry24-valve Capri

2008Gary PrestonMk1 Escort V8

2007Wayne Hankins Zetec Anglia

Previous winners

2012Aaron FrenchPop 100E

2011Tony AmdurLotus Anglia

Tom Cropp’s Anglia 105EAND THE WINNER IS...

cover those 7x13 rims (Tom didn’t want bubble or trailer arches), and painted in metallic gold (actually a Lamborghini shade) with contrasting metallic brown roof and side stripes borrowed from Aston Martin. It’s a unique and fresh look.

The sound this Anglia makes matches the loud colour scheme thanks to an all-singing 1700 Crossfl ow built by HPE Motorsport, putting the power down through a turreted rear and LSD,

2013André GrechAnglia Estate

which Tom makes full use of as he’s a regular in the Old Skool Ford Drag Challenge — proof that this build’s all about the show, and go.

Congratulations to Tom, it’s a well-deserved win, and we look forward to seeing car and owner back out in the Spring. If you missed the original feature in the July 2014 issue, you can download it as a pdf from our website. Go to www.classicfordmag.co.uk.

03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 DECEMBER

Classic Ford on saleDecember 5

Newark AutojumbleDecember 14Newark Showground NG24 2NY, UKwww.newarkautojumble.co.uk

Huddersfi eld AutojumbleDecember 28Old Market Building, Huddersfield HD1 1RG, UKhttp://phoenixfairs.jimdo.com

JANUARYClassic Ford on saleJanuary 2

Autosport InternationalJanuary 8-11NEC, Birmingham B40 1NT, UKautosportinternational.com

Run What Yer BrungJanuary 18Santa Pod Raceway, Podington N29 7JQ, UKwww.santapod.com

DECEMBER

Lee Dobbie’s Cosworth Fiesta vanPhoto Adrian Brannan

19 20 21 22 23 24 25 26 27 28 29 30 31 01 02 03JANUARY

68 January 2015

Granada 3-litre GLClassic Fords restored: The cars of our youth leave a lasting impression, and this beautiful Mk1 Granada is the perfect example of that in action.Words Jamie Arkle Photos Bruce Holder

heritage: mk1 granada

“liam’s loVe for the granada stems from

his childhood, a Period When ford really Were on toP form”

January 2015 69

lenty of features in this magazine begin with a big hit of nostalgia — let’s face it, it comes with the classic Ford territory!

The Granada you see here is owned by Liam White, a man with a bit of a thing for Ford’s executive cruiser, and, like many of you, his love for this car stems from childhood, a period when Ford really were on top form and when his father ran a succession of Mk1 Granadas. The fresh-faced Liam couldn’t help but be impressed by the big saloon, complete with legendarily, characterful Essex V6 under the bonnet and all the creature comforts denoted by the plush

GXL specifi cation his dad specifi ed. The years rolled by, Liam relocating to Somerset and starting a family, though his love for big Fords didn’t diminish and a string of Granadas passed through his hands, though none of them the elusive Mk1. Then a few years ago, Liam decided he wanted to fi nd his dream Granada, one that he could build as something of a tribute to the cars his father owned, and a motor he could eventually pass down to his young son. Of course, fi rst-generation Granadas have become very collectable of late, and actually tracking down a suitable car

proved something of a challenge, as it had to be a factory black model!

Second chance“I just missed out on a nice GXL by a matter of hours, but several weeks later, the guy who sold it called me. He had been contacted by someone else who had also seen his car for sale, and wanted to get an idea of what it sold for, as the caller too had a black Mk1, though a GL model. I was able to call him and strike a deal before the car ever hit the open market. I was up there in a shot,” chuckles Liam.

P

Leather and cloth trim was a special factory order and could well be the only one to leave the Cologne factory like this.

“i looked oVer the car for a good, long While and found nothing to Worry aBout at all”

70 January 2015

Liam sourced an original factory-spec radio. Original handbooks are a nice touch. Liam’s chuffed with his Mk1.

It turned out the GL car was being sold on by an enthusiast, albeit reluctantly as he needed to fund his Abarth project. A deal was struck and Liam was soon heading home in a peach of a car, resplendent in gloss black and with a matching interior. Body-wise it was in top condition, thanks in no small part of a comprehensive restoration three years beforehand. Early Granadas do like to rot, especially on the rear three quarters thanks to a poorly-designed and located drainage system below the rear window vents. It was an area that Liam made sure to pay careful attention to when hunting for his ideal Granada.

“I looked over the car for a good long while, had a careful poke around all the known trouble spots and found nothing to worry about at all,” Liam explains with a grin

Minor threatThe lack of action since the restoration had actually done the car more harm than good, and it was suffering from minor running issues when Liam collected it, though nothing that a carb rebuild couldn’t rectify. There were some areas that needed attention though, especially as Liam’s plan was always to return the car to as close to factory condition as possible, and the most obvious omission was the vinyl roof, something that had been left off after the restoration.

“This is a German-built ’77 car, and being a GL it would’ve left the factory with a vinyl top.

Granted the paintwork on the roof is in good condition, but I’ve always loved how Granadas look with the vinyl, so it’ll eventually be getting that back.”

There were other bits and pieces missing from Liam’s car, and as any Granada aficionado will tell you, actually tracking down particular parts can be something of a challenge! Some of the rarer items he managed to unearth include trims like the eyebrows above the headlights, the chrome hockey stick that curves around the rear lights, and one of the rear light lenses themselves — a ridiculously rare item and one that Liam managed to track down in Greece!

The very fact that these cars are now so rare means that Liam is constantly on the lookout for all manner of trims, mouldings, fixtures and fittings, and there aren’t many weeks where he doesn’t take a trip down to his local post office to collect a bulky package stuffed full of ’70s Ford bits!

The interior of this particular Granada is one of our favourite aspects, as it appears to have

been a special order, making it the only Mk1 Granada saloon to have ever left the German plant with this combination of leather and cloth.

“I’ve looked into the history of the car extensively and even made contact with the Ford factory in Cologne, and it does look as if it’s the only saloon ever specified with this combination,” explains Liam.

Though it was in fairly good condition when he bought it, Liam’s fastidious attention to detail means that the few nicks and creases that

have found their way into the interior have been repaired, along with a brand new headlining fitted. Other Ford-fit items have been harder to track down, and Liam’s especially pleased with the original Ford radio cassette that now takes pride of place in the dash.

This is undoubtedly a very clean example of a staggeringly-rare car, but Liam’s far from finished. Indeed, plans are afoot for more and more new-old stock trim, and the Essex engine might well get treated to some distinctly old -school tuning.

“I’ve got a pair of ported and polished heads from an RS3100 Capri in the garage, and the temptation to fit those, steel timing gear and have the whole lot built up to 3.1 is certainly there. I dare say that’ll keep me occupied over the winter months,” laughs Liam.

This might well be one of the best-looking early Granadas in the country, but don’t bet against it getting even better over the coming years — Liam’s son is a very lucky young man indeed!

heritage: mk1 granada

“liam is constantly on the lookout for all manner of hard-to-find trim, mouldings and fittings”

3-litre V6 is in fine fettle, but Liam reckons it’s now due some period-correct tuning tweaks and touches.

Liam’s replaced much of the über-rare chrome trim.

Three-speed auto is great for cruising.

Capacity: 2994ccStandard power: 128 bhpBuilt at the Dagenham plant (hence the name), the Essex was Ford UK’s V6 engine of choice for 15 years up to 1981 (though production continued in South Africa until2000). A great-sounding engine, it echoes the Crossflow’s bowl-in-piston combustion chamber design, and it’s easy to gain extra power from with well-trod stages to bhp (carbs, head work and cams), though very high states of tune involve many specialist parts and machining.

street engines:EssEx V6

January 2015 71

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Love the period split-rims on this Mk1.

Sidedraughts! On a V6!

74 January 2015

SHOW REPORT CAPRI 45 EVENT

Perana!

Cologne-kitted Mk1 is stunning.

Clean and simple.

Bringing a convertible might have been wishful thinking...

What better venue to celebrate the Capri's 45th birthday than the world-famous Brooklands?

CAPRI 45TH ANNIVERSARY

he classic Ford world has suddenly become fi lled with anniversaries that are seriously worth celebrating and the latest

of which, is the 45th birthday of the Capri. To those of us of a certain age, it can't be possible that 45 years have passed since the cheesy TV adverts featuring young couples racing off into a dreamy sunset were common place and all because of sleek and stylish fastback Ford.

Alas it's true, the landmark is here and Surrey Capri Club thought it fi t to celebrate the occasion with a whopping meeting at no other venue than the world-famous Brooklands

Museum near Weybridge in Surrey - we were even allowed on the banking for a line-up of selected cars, democratically selected by the draw-your-name-out-of-a-hat method.

To be honest, the place was rammed full of Capris of all sorts - from the obvious Mk1 to the last of the breed, the 280. And we certainly weren't disappointed — every type was represented Mk1-Mk3, Tickford to RS2600 and RS3100, UK-based to plenty from foreign shores that made the trip especially to mark the day.

And for those of us of an unashamed V8 persuasion there were some seriously good

moments too — like three Perana Capris all lined up, plus probably one of the rarest of the rare, a Uren Comanche - that one had Capri-nut, Dave Eady almost feinting, not to mention reaching for the cheque book. Complete with its Boss 302 and period Mechspray paint job, the Mk2 looked completely untouched - the question is, did Dave go home with it?

Some lovely race cars - real and replica, gorgeous concours Capris, those with history and endless awesome-ness, the day was marked as it should be. An excellent tribute, which can only be bettered in fi ve years time — we'll be there!

LIKE YOUR CAR

T

Words and Photos Jon Hill

Chris BassettCar: 1972 Capri 1600XLSpec: 406 cu.in Chevy small-block, Edelbrock Performer heads, TH350 auto, Toyo 888, 2.8i struts, Mk3 axle, 15 inch Broadspeed GKN Geminis

Chat: To us, Chris' Capri is what it's all about: muscle! It may not say Ford on the rocker covers but a Capri was meant to have power like this - it's subtle and will blow your doors off thanks to its 406 cubic inches and tons of power. Starting with a mint one-owner shell, Chris' car's taken three years to build — you are looking at the proverbial never-welded shell with original wings sills and arches, and fi nished in Daytona yellow too — it doesn't get much better than this.

Event attracted Capris from Europe, too.

Infamous Brooklands banking proved to be a stunning backdrop for this line-up.

76 January 2015

EVENT REPORT XXXXXXXXXXXX

Surrey Capri Club07841 036220www.surreycapriclub.co.uk

Brooklands Museum01932 857381www.brooklandsmuseum.com

CONTACTS

Love this! Now there's a blast from the past!

LIKE YOUR CAR

S Express.

Adrian FulcherCar: 1972 Capri PeranaSpec: standard-spec, 302 cu.in South African Perana Capri number 299Chat: That standard spec statement belies the sheer amount of worth that's gone into

Adrian's Perana as it arrived basically in kit form midway through a partial restoration. Virtually everything has been replaced - even the rear quarters. All of the work was done and to an incredible standard by Titan Motor Services in Capford near Colchester, under the watchful eye of fellow Capri and Perana nut, Dave Eady. Those Rostyles aren't banded — they're original 7.5 and 8 inch Perana ones, and like every detail on the car - correct. A fi tting replacement for Adrian as his previous Perana was wrecked by fi re.

Mike Crabtree (right), and Les Holman, who used to race the Hermetite Capris back in the day.

SHOW REPORT CAPRI 45 EVENT

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78 January 2015

CAR OF THE MONTH

From: FinlandCar: Taunus 17M TurnierIf the name sounds familiar, that’s because Henri also owns the Taunus 1600GXL Coupe we featured in the October 2014 issue. Here, though, is his daily driver which took four months to put together.

“I bought in September 2013,” explains Henri. “It was going to be a donor car to another Turnier project, but luckily I had all the parts the previous owner needed, so I gave him them and a ridiculously small amount of money and the car was mine. I had already decided to build a 20M RS Turnier — a car that Ford Cologne never built, but could have.”

“I used only original Ford parts to make the change over — only wheels and steering wheel are aftermarket items. My main focus was on the interior, as it was a sad memory from the dark ‘80s hot-rod culture at the time. So the door cards front and back were changed to RS ones, I got new OEM-spec fl oormat done by local trimming company, and original and very, very rare Recaro seats — I had to buy two other

cars to get them — as well as full RS-spec instrument panel and center console with additional gauges.

“The bonnet was in a rough state, so I sourced a better one while the wheelarch trims are from XL and 26M models. To fi t the new wheels I bought another set of front hubs and driveshafts, and the 5x4.5 inch PCD was a piece of cake for the guys in machine shop near to me.

“Oh, and the running gear? A 2.3 V6 Cologne with four-speed manual, original ZF power steering and big Atlas axle as they all had!”

Len HoughtonFrom: AustraliaCar: MK2 Escort RS2000“My RS was featured in the Your Projects section of the August 2012 issue,” says Len, “so now the car is fi nished I thought I would update you. All suspension components have been replaced and polybushed, with adjustable coil-overs on the front, quickrack and anti-dive kit.”

“The piece de resistance is the engine, hand-built by my brother who has been the Ford four-cylinder engine guru for many years — it carries a 40 thou’ overbore, the head has been cc’d and port-matched, with custom port work and dual valve springs, and 10:1 compression. This is driven by a full set of bespoke wider and reprofi led alloy sprockets matched with a heavy-duty drivebelt.

“All body mods are geared towards cooling to combat the tropical heat — bonnet vents, cold air feed to the Webers and the opened bars in the grill and triple-core radiator.

“The colour is Diamond White with UV-resistant clearcote to combat the sun, hence the deletion of all blackouts as they fade and go chalky. I’m currently working on custom decals.” Looks great, Len!

Henri Aaltonen

Sigurd AndreassenFrom: NorwayCar: Taunus 2.0SAfter clocking the feature on Mitch Hughes’ Mk4 Cortina 2.0S in the December issue, Sigurd got in touch to show us his own 2.0S, albeit the Taunus version, which he shares with his dad.

“As you may know, Taunus is the European version of the Cortina, but the S versions came with a 2.3-litre most of the time - mine is a original 2-litre Pinto, and it has never been restored.” Great car, Sigurd, and great colour, too!

20M RS Turnier — a car that Ford Cologne never

Recaros are original

Taunus RS ones.

Engine is 2-litre Pinto — most are 2.3 V6s.

It’s a 2.0S, but the Taunus version.

He’s created the RS Turnier that Ford should have built.

Taunus 17M is Henri’s daily driver.

January 2015 79

Matt Drake From: UKCar: Mk2 CortinaMatt is lucky enough to own a Mk2 Lotus Cortina ex-press car, but when he’s not driving and enjoying that, he can be found in the garage plugging away at his longterm four-door project.

“It should have been scrapped, but it was the fi rst car my dad ever bought,” explains Matt. “I’ve had it since I was 16 and before then had never touched a car in my life. After a

few years learning welding and panelwork I got the hang of it and started again — I hadn’t got very far as the car was so rotten!”

“A decade later after starting again, and replacing pretty much everything, I now have a shell blasted ready for paint.

“The car has had some major surgery due to the extensive rot. It has had a replacement upper bulkhead with plenum change, half a bulkhead, fl oor repairs, half the driver’s fl oor, a complete NOS front end, inner and outer Sills, C-pillar repairs, inner roof pillars, most of a boot fl oor, both rear chassis legs, one wheel tub, NOS rear quarters, doors, boot, bonnet, and rest of the chassis. Even parts of the inner framework needed welding up!”

Classic Fords being built in garages, workshops and on driveways!

YOUR PROJECTS

Mk2 was a basketcase — literaly. New fl oors and chassis sections needed.

Cortina has been a (very) longterm project.

Perfect inner wings are a lovely sight.

Bodywork repairs are fi nally complete.

readers’ rides

Andrew HaigFrom: UKCar: Mk4 ZodiacHow lovely I this? “It’s just fi nished,” explains Andrew. “I bought it as a near basket-case last summer, and it’s now rebuilt, resprayed and fettled. The bodywork was done by Manny Galea and sprayed by Robbo in Bolton, while the fi ddly stuff and a new MoT were courtesy of Andy Gorvett.”

“It’s great to cruise with that 3-litre V6 and twin-piped exhaust, and I can’t wait for the good weather to return.”

Neither can we!

Pinto has been lovingly rebuilt by Len’s brother.

Finished just in time for winter, Andrew can’t wait to

get his Mk4 out again.

Essex lives here.

LOOK SHARPOffi cial Classic Ford t-shirts, hoodies and merchandise

I recently sent a letter explaining how much I wanted a Capri and how much I love your magazine. Well I have news, and it’s good!

I purchased a 1985 Capri 1.6 Laser recently. I love the car so much, even though it has its rusty places as any Ford has, but I have already pulled out the engine and rebuilding it myself over the winter. I’ve also had the pleasure of fi tting a repair spare wheelwell and lots of other nice things like replacing the rear valance and both rear lower corners.

Once the bodywork is rust-free, I will focus on the nice things like shiny wheels and a lick of paint. Even though I’m not allowed to drive my Ford as I’m only 16 I will have the coolest car amongst my friends.

Thanks again for fuelling my passion with your great magazine!

Harvey HarrisonEmail

Letter of the month? Make that year.

LETTER OF THE MONTHOur favourite letter, email or social media

comment each issue wins a superb Meguiar’s Ultimate Wax kit worth £28.99 and containing a 532ml bottle of Ultimate Liquid Wax, an applicator pad plus a Microfi bre towel. For details of the Meguiar’s range, call 0870 2416696 or

visit www.meguiars.co.uk.

Early birdI have just purchased a Mk1 Escort 1300GT, registration number UUL 90F, believed to be the earliest surviving Escort with chassis number BB48. The car was featured in your December 2004 and January 2009 issues. I just wondered if it is still the earliest Escort known? Here’s a photo of what it looks like now.

WayneEmail

Has an earlier example been found? Let us know!

DedicatedClassic Ford is a great magazine. I’ve had it from the fi rst issue and all of the Ford Heritage magazines before that. I have been a Ford fan for over 50 years, and I have a wonderful Sierra 2000GT in Radiant Red. It’s the 8-valve twin-cam version.

TW TeasdaleEmail

From the fi rst issue? Wow, your loft must be heaving under the weight!

Come fly with meI am the visits co-ordinator for the Gliding Heritage Centre at Lasham Airfi eld near Basingstoke in

Hampshire. In recent times we have noticed that car clubs and in particular classic ones have been visiting in reasonable numbers. We have, for instance, the glider which Prince Bira of

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visit www.meguiars.co.uk.

GOT ONE!

Built in 1967, is Wayne’s 1300GT the earliest-surviving Mk1?

Harbvewy’s got his dream Capri.

He’s already cut the rotten spare wheel well out...

...And welded in a new one.

classic ford letters

Thailand (a great motor racing enthusiast) owned.

An afternoon visit with lunch before in the Lasham Gliding Society restaurant or afternoon tea post visit is easy to arrange. We can accommodate groups or individuals on most days but Sundays are easier to accommodate. On the fi rst Sunday of every month we fl y as many of the exhibits as we can providing the weather is suitable.

We are a volunteer group working for a non-profi t-making charity, and would enjoy the interest of your readers.

Bob Bickerswww.glidingheritage.co.uk

Find itIt’s a long shot, but worth a try... I built a Mk1 Escort 1300 Sport in the late ‘90s when my brother had a bodyshop in London. It was totally stripped, acid dipped and resprayed in Ford Phoenix Orange. Dechromed, lowered, and fi tted with a 1760 Crossfl ow built and tuned by Burton Power with twin 45 DCOEs. The bonnet had unique vents down both sides and stainless-steel refl ective inserts underneath the bonnet.

I sold it to a lad in Feltham, Middlesex about 1998, and the registration number was HPE 25N. I don’t suppose anybody knows its whereabouts these days I would love to see it again.

Russell WallerClassic Ford on Facebook

We featured an orange Mk1 wearing that numberplate back in the June 2001 issue, though it was running a Pinto and had RS2000 stripes. We’ve not seen this particular car for some years — is it still about? The numberplate now lives on another Escort.

January 2015 81

YOUR PHOTOS Cars, roadtrips, shows, tattoos... share your images right here.Email hi-res images to [email protected] or post them up on our Facebook page.

Write to: Classic Ford, Kelsey Media, Cudham Tithe Barn, Berrys Hill, Cudham TN16 3AG, UKEmail: [email protected]

GET IN TOUCH

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Avgar Shafaf: How long has it been since you saw a Ford Anadol?

Michael Holland: Ready in time for the, er, winter.

David Pretyman: Some classic matches I found recently.

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Editor: Simon Woolley, [email protected] Editor: Andrew Cottle, [email protected]: 01959 541444

January 2015/issue 220www.classicfordmag.co.uk

UNLEASH THE BEASTSWhy classic Fords are even more relevant in 2015

DYNO DAYSOld Skool Ford on the rollers

GATHER ROUNDRetro Rides Gathering

PLUS

Next monthSee these and much, much more in the February 2015 issue of Classic Ford magazine On sale Friday, January 2

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INC.VAT

£479.004

EXC.VAT£143.98

INC.VAT

£119.981

EXC.VAT£299.98

INC.VAT

£249.982

EXC.VAT£119.98

INC.VAT

£99.982

4

‡ was £814.80 inc.VAT

EXC.VAT£179.98

INC.VAT

FROM ONLY£149.98

SAVE10%

WHEN YOU BUYANY MIX OF 5

FROM THIS RANGESAVE AT LEAST£17.99 INC.VAT

MODEL DESC. DIMSSIZE WxDxH(mm) EXC.VAT INC.VAT EXC.VAT

CBB306BG 36" 6 Dr Chest 910 x 305 x 47 £179.98 £215.98CBB229B 41" 21 Dr chest 1045x415x486 £249.98 £299.98CBB315 36" 5 Dr Cabinet 927 x 416 x 985 £299.98 £359.98CBB228B 41" 8 Dr cabinet 1126x468x1000 £399.00 £478.80CBB224B 41" 14 Dr chest 1045x415x486 £269.98 £323.98CBB226B 41" 16 Dr cabinet 1126x468x1000 £459.00 £550.80CBB231B 56" 9 Dr chest 1460x615x490 £419.00 £502.80CBB230B‡ 56" 13 Dr cabinet 1503x622x1011 £649.00 £778.80

1

2

• Dimensions (WxDxH) -1150 x 560 x 1440 mm

• Pegboard back wallwith 30

hooks supplied

WORKBENCH WITH PEGBOARD

Easy to assemble,providing valuableworking space andplenty of additional

storage capacity.

Available in Red orGalvanised Finish

22889LH

SUPERSTORESNATIONWIDE

WHERE QUALITYCOSTS LESS

SPRAYGUNS

HUGE CHOICEIN-STORE/

ONLINE

PRO12C

MODEL DESCRIPTION EX VAT INC VATSand Blasting SB3 £16.99 £20.39Pro 1.2mm, £19.98 £23.98

1.4mm, 1.8mmPGF14 Pro, Gravity £26.99 £32.39Super Pro 1.4mm/1.8mm £27.99 £33.59HVLP AP15, 2.2mm £27.99 £33.59

EX.VAT£20.39

INC.VAT

FROM ONLY£16.99

CAR RAMPS• Lift carssafely andquickly • Toughangled steelconstructionMODEL CAPACITY EXC VAT INC VATCR2 2000KG £26.99 £32.39CRW25 2500KG £36.99 £44.39

EX.VAT£32.39

INC.VAT

FROM ONLY£26.99

ARC ACTIVATEDHEADSHIELDS

8/250

BIG 2HP7.5CFM

TURBO AIRCOMPRESSORS

• Inc. 17, 19, 21& 23mmchrome vanadiumsockets

•1 hour batterycharger & 2x24v Ni-Cd Batteries

HEAVYDUTY

OTHER MODELS MAX TORQUE EX.VAT INC.VATCorded CEW1000 450Nm £56.99 £68.39Cordless CIR450B 450Nm £119.98 £143.98

CIR220

24VCORDLESSIMPACTWRENCH

AIRTOOLS

HUGE CHOICEIN-STORE/ONLINEMODEL DESCRIPTION EX VAT INC VATCAT29B Air Hammer £17.99 £21.59CAT36B Die Grinder Set £21.99 £26.39CAT24B 6" Dual Action Sander £26.99 £32.39CAT22B 1/2" Sq. Drive Ratchet £29.98 £35.98CAT27B 3/8" Air drill £29.98 £35.98CAT23C 1/2" Sq. Impact Wrench £29.98 £35.98CAT221B 14pce 1/2" Ratchet set £36.99 £44.39CAT32B High Speed Saw £44.99 £53.99CAT73 Hydraulic Riveter £49.98 £59.98

CAT24B

CAT23C

• Folding and fixedframes available

• Robust, rugged construction• Overload safety valve

Fully testedto proof load

MODEL DESC. EX VAT INC VATCFC500F 1/2 ton folding £144.99 £173.99CFC100 1 ton folding £149.98 £179.98CFC1000LR 1 ton £189.98 £227.98

long reach

CFC100

SAVE OVER £62OFF OUR NORMAL PRICE

329HANDTOOLS

TOOL CHESTAND TOOLS

• This greatvalue set includesCTC900B 9 drawerchest & CTC500B5 drawer cabinet• Includes themost popularsockets, spanners,pliers, drivers,wrenches etc

MIG WELDERS

MODEL MIN-MAX AMPS EX VAT INC VATMIG102NG* 35/90 £109.98 £131.98PRO90 24-90 £179.98 £215.98110E 30-100 £214.99 £257.99135TE Turbo 30-130 £239.98 £287.98151TE Turbo 30-150 £269.98 £323.98165TEM Turbo 30-155 £339.00 £406.80175TECM Turbo30-170 £409.00 £490.80205TE Turbo 30-185 £449.98 £539.98

All models include: • Gasregulator • Earthclamp • Facemask • Weldingtorch• Pro90-151TEincludes CO2gas bottle

LOWENTRYONLY85MM

ALUMINIUMRACINGJACKS

CWH7

CWH8

CWH6

• Activatesinstantly whenArc is struck• Protects toEN379 • Suitablefor arc, MIG, TIG& gas welding

MODEL MOTOR CFM TANK EX VAT INC VATTiger 8/250 ‡ 2Hp 7.5 24ltr £79.98 £95.98Tiger 7/250 * 2Hp 6 24ltr £89.98 £107.98Tiger 11/250 2.5Hp 9.5 24ltr £119.98 £143.98Tiger 8/510# 2Hp 7.5 50ltr £129.98 £155.98Tiger 11/510 2.5Hp 9.5 50ltr £149.98 £179.98AM17EC150* 3Hp 14 150ltr £419.00 £502.80

* steelchassis

• Safety locking device • Hinged ramp for easyloading • Table size 2200 x 685mm• Fully mobile • Max lift height 770mmAIR ASSISTED VERSION ALSO AVAILABLE nowonly £399.00 EX VAT £478.80 INC VAT

CML3

FOLDS FLATFOR EASYSTORAGE

HYDRAULICMOTORCYCLE LIFT

MODEL EX VAT INC VAT1.25 tonne ‡ £84.99 £101.992 tonne £149.98 £179.982.5 tonne* £139.98 £167.98

CHT624

Quick liftNon-marking

nylon wheels Rubbercontact pad - helps protect

vehicle undersides

2 TONNETROLLEY JACKS

# Voted BestBuy in CarMechanics Test

MODEL TYPE EX VAT INC VATCTJ2B DIY £19.98 £23.98CTJ2MB DIY £24.99 £29.99CTJ2250LP * Low Profile £39.98 £47.98CTJ2QLG Pro Instant £69.98 £83.98CTJ2001G Pro Garage £74.99 £89.99CTJ2GLC # Pro Long High Lift £169.98 £203.98* CTJ2250LP has a 2.25 tonne capacity, has alow entry of only 80mm and includes 2 sockets

EX.VAT£23.98

INC.VAT

FROM ONLY£19.98

CTJ3000GSADDLE HEIGHT EX INC

MODEL TYPE MIN-MAX mm VAT VATCTJ3000QL Quick Lift 195-520 £44.99 £53.99CTJ3QLG Pro Instant Lift 145-520 £83.99 £100.79CTJ3000G Pro Garage 120-520 £84.99 £101.99

JACKS ALSOIN STOCK UPTO 10 TONNE

3 TONNEJACKS

EX.VAT£53.99

INC.VAT

FROM ONLY£44.99

EX.VAT£21.59

INC.VAT

FROM ONLY£17.99

DRILL PRESSESTables tilt 0-45°

left & rightDepth gaugeChuck guards

B=Bench mountedF=Floor standing

NO GAS/GASMIG WELDERS

• Uses flux cored steelwire, which creates owngas shroud as it burns

MODEL AMPS EX VAT INC VAT90EN 24-90 £169.98 £203.98105EN 30-100 £184.99 £221.99151EN 30-150 £209.98 £251.98160EN 30-150 £259.98 £311.98

EX.VAT£203.98

INC.VAT

FROM ONLY£169.98 NO GAS/GAS

MIG WELDERSReady to go, just add yourown choice of wire, gas,regulator & headshield• Turbo fan cooled • Easyconversion to gas weldingwith optional accessories

MIG145

MODEL MIN/MAX AMPS EX.VAT INC.VATMIG 145 35/135 £149.98 £179.98MIG 152 40/140 £169.98 £203.98MIG 180 40/160 £179.98 £215.98MIG 196 40/180 £199.98 £239.98

EX.VAT£179.98

INC.VAT

FROM ONLY£149.98

BODYREPAIRKITS

• Fast snap connector attachments for quick &easy assembly • Hydraulic pump, ram & hosewith various tubes, pieces & connectors• Includes metal case

CS10BRK

MODEL CAPACITY EX.VAT INC. VATCS4BRK 4 tonne £79.98 £95.98CS10BRK 10 tonne £139.98 £167.98CS10SBRK* ‡ 10 tonne £149.98 £179.98

* Fast action pump

EX.VAT£95.98

INC.VAT

FROM ONLY£79.98

EX.VAT£311.98

INC.VAT

ALL THIS ONLY£259.98

EX.VAT£418.80

INC.VAT

£349.00

EX.VAT£173.99

INC.VAT

FROM ONLY£144.99

EX.VAT£107.98

INC.VAT

£89.98CIR220 ONLYEX.VAT

£131.98INC.VAT

FROM ONLY£109.98

AUTOMOTIVEWHEEL DOLLY SET

Four swivel castors for easymovement in confined spaces Heavy duty steelconstruction - load rating 500kg per dolly

BIG3" CASTORS

SOLD IN PAIRS

EXC.VAT£47.98

INC.VAT

PRICE CUT

WAS £53.99 inc.VAT

£39.98

EXC.VAT£53.99

INC.VAT

PRICE CUT

WAS £59.98 inc.VAT

£44.99

EXC.VAT£53.99

INC.VAT

PRICE CUT

WAS £59.98 inc.VAT

£44.99LOAD LEVELLER

Max load capacity - 500KgFine screw adjustment for precise leveling

EXC.VAT£33.59

INC.VAT

£27.99 CLL500

INCLUDESCHAINS

ANDHOOKS

For home user,automotiveandindustrialapplications.

#Turbo fancooled

MODEL AMPS EXC.VAT INC.VATEA110 40-100 £46.99 £56.39105N 40-100 £59.98 £71.98EA165 65-160 £62.99 £75.59115N 30-110 £64.99 £77.99EA200 ‡ 60-200 £89.98 £107.98160N 40-150 £67.99 £81.59190N 50-185 £94.99 £113.99190TEN# 35-180 £139.98 £167.98235TEN# 40-210 £149.98 £179.98

SEE THEFULL

RANGEONLINE &IN-STORE

ARCWELDERS

EX.VAT£56.39

INC.VAT

FROM ONLY£46.99

ENGINECRANES

HYDRAULICBOTTLE JACKS

MODEL EX VAT INC VAT2 tonne £7.99 £9.594 tonne £11.99 £14.396 tonne £14.99 £17.99

MODEL EX VAT INC VAT8 tonne £17.99 £21.5912 tonne £24.99 £29.9920 tonne £34.99 £41.99

EX.VAT£

£7.99

9.59INC.VAT

FROM ONLY

7" SANDER/POLISHER

• Pro sander polisher,Includes hook & loopbacking pad and hook& loop wool polishingbonnet. • 1200w motor

CP185

EX.VAT£83.98

INC.VAT

£69.98

HYDRAULICPRESSES

MODEL EX VAT INC VAT4 ton bench £129.98 £155.9810 ton bench* £189.98 £227.9812 ton floor* £239.98 £287.9820 ton floor‡ £399.00 £478.8025 ton floor £829.00 £994.8050 ton floor £1649.00£1978.80* Available with/without 10 pce pin,bracket & pressing plate ‡Without kit

PROFESSIONAL QUALITYBuilt for tough daily use inautomotive/industrial workshops• All models include gauge

EX.VAT£155.98

INC.VAT

FROM ONLY£129.98

• Ratchet action forquick height adjustment• Sold in pairs

MAX MIN/MAXMODEL TONS HEIGHT EX VAT INC VATCAX-3TBC 3 300-430mm £18.49 £22.19CAX-6TBC 6 400-615mm £29.98 £35.98

EX.VAT£22.19

INC.VAT

FROM ONLY£18.49

3 TON &6 TON

MODELS

AXLE STANDS

CAR CREEPERS• Oil resistant vinyl covered paddedbacks & headrests • Swivel castors

for easy manoeuvrability

MODEL DESCRIPTION EX. VAT INC. VATCMC36 Car creeper £21.99 £26.39CMC45 With adjustable headrest £27.99 £33.59CMC50 Folding car creeper £44.99 £53.99

EX.VAT£26.39

INC.VAT

FROM ONLY£21.99

INDUSTRIAL AIRCOMPRESSORS

H/DUTY

MODEL CFM MOTOR RCVR(HP) (LTR) EX VAT INC VAT

SEV11C* 9 2 100 £369.98 £443.98SE16C100 14 3 100 £399.00 £478.80SE16C150‡ 14 3 150 £439.00 £526.80SE16C200* 14 3 200 £519.00 £622.80SE18(OL) 18 4 200 £569.00 £682.80SE26 23 5.5 200 £699.00 £838.80SE36‡# 30 7.5 270 £979.00 £1174.80SE29*# 28 2x3 270 £969.00 £1162.80SE37 36 2x4 270 £1099.00 £1318.80SE46 40 10 270 £1499.00 £1798.80

• Castiron

pumps on SEV11C, SE16and SE19• Twin cylinder pumps (except SE11) • Motoroverload protection • Petrol models available

#Supplied with starter *230v supply ‡ 400v, 3 phase

EX.VAT£443.98

INC.VAT

FROM ONLY£369.98

These professional quality unitsoffer the durability & reliability

demanded by professionals.

‡ was£107.98 inc.VAT

‡ was£113.99inc.VAT

‡ was £191.98 inc.VAT

3HP V TWIN AIRCOMPRESSORS

AIR AIR EX INCMODEL RECEIVER DISPLACEMENT VAT VATTiger 16/510 50 litre 15.5 cfm £219.98 £263.98Tiger 16/1010 100 litre 14.5 cfm £269.98 £323.98

• Suitable forpowering all commonair tools & sprayequipment

TIGER 16/510 EXC.VAT£53.99

INC.VAT

£44.99

MODEL WATTS/ EXC.VAT INC.VATSPEEDS

CDP5EB 350/5 ‡ £59.98 £71.98CDP101B 245/5 £79.98 £95.98CDP151B 300/5 £106.99 £128.39CDP10B 370/12 £169.98 £203.98CDP301B 510/12 £199.98 £239.98CDP451F 510/16 £239.98 £287.98CDP501F 980/12 £429.00 £514.80‡ was £77.99 inc.VAT

DIGITAL VERNIERCALIPERS

CM145

Dual scale calibration in 0.01mm & 0.0005”units Locking screw feature for batch

measurements Supplied in a caseAlso in-stock CM265 300mm

Digital Calliper only£36.99 EX VAT

£44.39 INC VAT

EXC.VAT£20.39

INC.VAT

FROM ONLY£16.99

PACKAGEDEAL

*Does not require a gas cylinder

‡ was £107.98 inc. VAT * was £119.98 inc. VAT# was £167.98 inc. VAT *Stationary belt driven

EXC.VAT£101.99

INC.VAT

£84.99

PRICE CUTNOW FROM

WAS £107.98 inc.VAT

• Gravity FedSpray Gun

• Air Wash Gun • Tyre Inflator • Air Blow Gun• 5 Metre Air Recoil Hose

Also available 3 pce Air Tool Kit - KIT600 Paraffinspray gun, tyre inflator & blow gun Only

£14.99 EX VAT £17.99 INC VAT

KIT1100

5 PIECE AIRTOOL KIT

EX.VAT£23.98

INC.VAT

£19.98

NEW

ARC/TIGINVERTERS• Used for ARC & TIG welding,utilising the latest technology• Low amp operation - ideal

for auto bodywork & mild/stainless

steel

ELECTRODEMODEL AMPS DIA. EXC.VAT INC.VATAT101‡ 10/80 1.6 – 2.5mm £139.98 £167.98AT132 10/130 1.6-3.2mm £169.98 £203.98AT161 10/160 1.6-4.0 mm £199.00 £238.82

AT161

EXC.VAT

167.98INC.VAT

PRICE CUTNOW FROM


139.98

£

£‡ was £179.98

inc.VAT

ENGINE STANDS

CES500A• Rotates

through 360˚• Engines up to 227Kg

Only £49.98 EX VAT£59.98 INC VATCES750A

(SHOWN)• Rotates through 360˚• Engines up to 340Kg

• Includestool tray

Only£69.98 Ex VAT

£83.98 Inc VAT

Fully testedto proofload

EX.VAT£59.98

INC.VAT

FROM ONLY£49.98

ELECTRICPOWER HOISTS• Includes remote control• 230v motor

MODEL CABLE MAX LOAD LIFT(KG) HEIGHT (M) EX VAT INC VAT

CH2500B Single 125 12 £74.99 £89.98Double 250 6

CH4000B Single 200 12 £99.98 £119.98Double 400 6

EX.VAT£89.98

INC.VAT

FROM ONLY£74.99

EXC.VAT£263.98

INC.VAT

FROM ONLY£219.98

EXC.VAT£77.99

INC.VAT

PRICE CUTNOW FROM

WAS £77.99 inc.VAT

£59.98

Superb range idealfor DIY, hobby &semi-professionaluse

HUGE CHOICEOF SPRAYGUNS

& AIRTOOLS

EXC.VAT£95.98

INC.VAT

PRICE CUTNOW FROM


£79.98

ANTI FATIGUEFOAM FLOORING

• 6 interlocking foam tiles protect flooring &provide comfort when standing or kneeling Idealfor use in garages, workshops etc. •Each tile is610x610mm& includesdetachable,yellowborders

EX.VAT£23.98

INC.VAT

£19.98

FOR 6 TILES

NEW

STORE

MANCHES

TER

- SALFORD

NOWOPEN

14,000PRODUCTS

SPECIALIST PRODUCTS

visit machinemart.co.uk GETYOURFREECOPYNOW!• INSTORE• ONLINE• PHONE0844 880 1265

FOROVER

INCLUDINGNEW

Minimum call charges from a BT landline are 5p/min to 0844. Calls from mobiles and other networks may vary.For security reasons, calls may be monitored. All prices correct at time of going to press. We reserve the right to change products and prices at any time. All offers subject to availability, E&OE.

22889RH

CLICK &COLLECT

NEW

FREE

PRICE CUTS &NEW PRODUCTS

1800Over

500PAGE

CATALOGUE

V

BARNSLEY Pontefract Rd, Barnsley, S71 1EZ 01226 732297B’HAM GREAT BARR 4 Birmingham Rd. 0121 358 7977B’HAM HAY MILLS 1152 Coventry Rd, Hay Mills 0121 7713433BOLTON 1 Thynne St. BL3 6BD 01204 365799BRADFORD 105-107 Manningham Lane. BD1 3BN 01274 390962BRIGHTON 123 Lewes Rd, BN2 3QB 01273 915999BRISTOL 1-3 Church Rd, Lawrence Hill. BS5 9JJ 0117 935 1060BURTON UPON TRENT 12a Lichfield St. DE14 3QZ 01283 564 708CAMBRIDGE 181-183 Histon Road, Cambridge. CB4 3HL 01223 322675CARDIFF 44-46 City Rd. CF24 3DN 029 2046 5424CARLISLE 85 London Rd. CA1 2LG 01228 591666CHELTENHAM 84 Fairview Road. GL52 2EH 01242 514 402CHESTER 43-45 St. James Street. CH1 3EY 01244 311258COLCHESTER 4 North Station Rd. CO1 1RE 01206 762831COVENTRY Bishop St. CV1 1HT 024 7622 4227CROYDON 423-427 Brighton Rd, Sth Croydon 020 8763 0640DARLINGTON 214 Northgate. DL1 1RB 01325 380 841DEAL (KENT) 182-186 High St. CT14 6BQ 01304 373 434DERBY Derwent St. DE1 2ED 01332 290 931DONCASTER Wheatley Hall Road 01302 245 999DUNDEE 24-26 Trades Lane. DD1 3ET 01382 225 140EDINBURGH 163-171 Piersfield Terrace 0131 659 5919

EXETER 16 Trusham Rd. EX2 8QG 01392 256 744GATESHEAD 50 Lobley Hill Rd. NE8 4YJ 0191 493 2520GLASGOW 280 Gt Western Rd. G4 9EJ 0141 332 9231GLOUCESTER 221A Barton St. GL1 4HY 01452 417 948GRIMSBY ELLIS WAY, DN32 9BD 01472 354435HULL 8-10 Holderness Rd. HU9 1EG 01482 223161ILFORD 746-748 Eastern Ave. IG2 7HU 0208 518 4286IPSWICH Unit 1 Ipswich Trade Centre, Commercial Road 01473 221253LEEDS 227-229 Kirkstall Rd. LS4 2AS 0113 231 0400LEICESTER 69 Melton Rd. LE4 6PN 0116 261 0688LINCOLN Unit 5. The Pelham Centre. LN5 8HG 01522 543 036LIVERPOOL 80-88 London Rd. L3 5NF 0151 709 4484LONDON CATFORD 289/291 Southend Lane SE6 3RS 0208 695 5684LONDON 6 Kendal Parade, Edmonton N18 020 8803 0861LONDON 503-507 Lea Bridge Rd. Leyton, E10 020 8558 8284LONDON 100 The Highway, Docklands 020 7488 2129LUTON Unit 1, 326 Dunstable Rd, Luton LU4 8JS 01582 728 063MAIDSTONE 57 Upper Stone St. ME15 6HE 01622 769 572MANCHESTER ALTRINCHAM 71 Manchester Rd. Altrincham 0161 9412 666MANCHESTER OPENSHAW Unit 5, Tower Mill, Ashton Old Rd 0161 223 8376MANCHESTER SALFORD* 209 Bury New Road M8 8DU 0161 241 1851MANSFIELD 169 Chesterfield Rd. South 01623 622160

MIDDLESBROUGH Mandale Triangle, Thornaby 01642 677881NORWICH 282a Heigham St. NR2 4LZ 01603 766402NOTTINGHAM 211 Lower Parliament St. 0115 956 1811PETERBOROUGH 417 Lincoln Rd. Millfield 01733 311770PLYMOUTH 58-64 Embankment Rd. PL4 9HY 01752 254050POOLE 137-139 Bournemouth Rd. Parkstone 01202 717913PORTSMOUTH 277-283 Copnor Rd. Copnor 023 9265 4777PRESTON 53 Blackpool Rd. PR2 6BU 01772 703263SHEFFIELD 453 London Rd. Heeley. S2 4HJ 0114 258 0831SIDCUP 13 Blackfen Parade, Blackfen Rd 0208 3042069SOUTHAMPTON 516-518 Portswood Rd. 023 8055 7788SOUTHEND 1139-1141 London Rd. Leigh on Sea 01702 483 742STOKE-ON-TRENT 382-396 Waterloo Rd. Hanley 01782 287321SUNDERLAND 13-15 Ryhope Rd. Grangetown 0191 510 8773SWANSEA 7 Samlet Rd. Llansamlet. SA7 9AG 01792 792969SWINDON 21 Victoria Rd. SN1 3AW 01793 491717TWICKENHAM 83-85 Heath Rd.TW1 4AW 020 8892 9117WARRINGTON Unit 3, Hawley’s Trade Pk. 01925 630 937WIGAN 2 Harrison Street, WN5 9AU 01942 323 785WOLVERHAMPTON Parkfield Rd. Bilston 01902 494186WORCESTER 48a Upper Tything. WR1 1JZ 01905 723451

VISIT YOUR LOCAL SUPERSTORE OPEN MON-FRI 8.30-6.00,SAT 8.30-5.30, SUN 10.00-4.00 *NEW STORE

HEAVY DUTY INSTANTGARAGES/WORKSHOPS

• Ideal for both temporary and permanent use • Extra toughtriple layer weatherproof fabric • Heavy duty powder

coated steel tubing• Ratchet tight tensioning

ZIP CLOSE DOOR

LENGTHUP TO 24'

IDEALALL-WEATHERPROTECTION

*Was £322.80 inc.VAT#Was £394.80 inc.VAT

Was £478.80 inc.VAT

MODEL SIZE (LxWxH) EXC.VAT INC.VATCIG1015 4.6 x 3 x 2.4M £219.00 £262.80CIG1216* 4.9 x 3.7 x 2.6M £249.00 £298.80CIG1020 6.1 x 3 x 2.4M £269.00 £322.80CIG1220# 6.1 x 3.7 x 2.5M £299.00 £358.80CIG1224 7.3 x 3.7 x 2.5M £379.00 £454.80

NEW

NEW

EXC.VAT£262.80

INC.VAT

FROM ONLY£219.00

10' RANGENARROWER WIDTH

GREAT WHERESPACE IS TIGHT

NEW

JETSTAR PRESSUREWASHERS

JET8000 & 9000 includehose reel

Detergentapplicator forextra cleaningpower

JET9000

EX.VAT£59.98

INC.VAT

FROM ONLY£49.98

Kit includes:Height adjustable stand with clamp Rotary tool1m flexible drive 40x accessories/consumables

CRT40

CORDLESS ROTARY TOOL WITH 262 PIECE KITONLY £32.99 EX.VAT £39.59 INC.VAT

EX.VAT£35.98

INC.VAT

£29.98

ROTARYTOOL KIT

Heavy duty steel constructionsandblasters for the quickremoval of surface rust, paint,dirt/grease etc.

PRESSURISEDSANDBLASTERS

INCLUDES SANDBLASTINGGUN, DELIVERY HOSE, 4CERAMIC NOZZLES AND

SAFETY HOOD

CPSB100MODEL TANK FLOW RATE EX. VAT INC.VAT

VOLUME REQ.CPSB100 32 litre 6-19 cfm £139.98 £167.98CPSB200 63 litre 12-20 cfm £169.98 £203.98

430mm between centres Compound slidewith 4 way tool post Power fed screw cuttingfacility Forward/reverse lathe operation

Clutch for independent mill/drill operationALSO AVAILABLE:CL430 - As above but without the Mill/Drill head£669.00 EXC.VAT WAS £838.80 INC.VATNOW £802.80 INC.VAT

FULL RANGEOF ACCESSORIES

IN STOCK

Honda & Dieselengine models

available

PLS190N

PETROL POWERWASHERS

MAX ENGINE EX INCMODEL PRESSURE HP VAT VATTiger 1700 1595psi 2.6 £179.98 £215.98Tiger 2500 2465psi 4 £249.98 £299.98Tiger 2900 2900psi 6.5 £299.98 £359.98PLS190N 2697psi 6.5 £379.98 £455.98PLS260N 3625psi 13 £569.00 £682.80

BLAST CABINETS• Blast away paint, surfacerust, scale, burrs, carbon& dirt & revitalisealuminium Min.air flow 10cfm Bench& floor standing models

ALUMINIUM OXIDEPOWDER FROM ONLY

£9.98 EX.VAT£11.98 INC.VAT CSB20B

MODEL DESC. TYPE EX VAT INC VATCSB20B*Compact Cabinet Bench £109.98 £131.98SB30‡ Large Cabinet Floor £289.98 £347.98

PARTSWASHERS

PARTS WASHER FLUIDFROM £4.99 EX.VAT

£5.99 INC .VAT

MODEL TANK CAP. TYPE EX VAT INC VATCW2D 10Ltrs Bench £39.98 £47.98CW1D 45Ltrs Floor £99.98 £119.98CWM20 22.5Ltrs Floor £139.98 £167.98CW40 75Ltrs Floor £159.98 £191.98

GENERATORSHondaenginemodelsavailable

CHECK FRAME TYPEWHEN ORDERING

MODEL KVA HP EX VAT INC VATG720 0.7 - £89.98 £107.98G1200 1.1 - £159.98 £191.98FG2500 2.4 6.5 £189.98 £227.98FG3005 2.8 7 £229.98 £275.98FG3050 3 8 £359.00 £430.80FG4050ES 4.5 11 £469.00 £562.80FG5100ES 5.5 13 £539.00 £646.80

6 SPEEDMETAL LATHE

WITH 12 SPEEDMILL DRILL

- CL500M

EX.VAT£215.98

INC.VAT

FROM ONLY£179.98EX.VAT

£107.98INC.VAT

£89.98FROM ONLY

EX.VAT£47.98

INC.VAT

FROM ONLY£39.98

Highquality

tungstensteel

Supplied inmetal storage case,

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86 January 2015

CFTECHIMPROVING YOUR CLASSIC FORD JUST GOT EASIER...

TECH FEATURES INSIDE THIS ISSUE:Getting technical with the best in the business, here’s all you need.

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Info

Secure your garageProtect your classic Ford by making your garage or lock-up door doubly secure this winter — for less than £30.

How To

hile modern cars are becoming increasingly harder to steal, sadly it seems that

barely a week goes by without a story appearing on social media of someone’s classic Ford being stolen. While you can fi t immobilisers and trackers, the fi rst step is to delay any determined thief in

getting to the car, thereby increasing the chances that they will be disturbed, or draw attention to themselves in their attempts to gain access to your garage. While up and over garages are a great space saving design, they have to be, by the nature of their operation, of a relatively lightweight construction.

While ensuring you have a fi ve-lever lock on the garage door is the fi rst step in security, the addition of some robust, hidden, locks is an easy morning’s work to ensure that your classic, or even some of your tools, stay where they are meant to be — in your possession. Here’s how to fi t one.

January 2015 87

ClassicFord LettersClassicFord LettersON TESTSix of the best metal polishes put through their paces by our expert team of testers.

ENGINE SWAP GUIDEHow to drop a Duratec into your Anglia 105E in 10 steps.

EXPERT CLINICYour tech problems are our tech problems, and the good news is, we have the solutions.

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Offer up the lock once more, with the bolt extended and the securing bolt in place, and then use the lock once more as a guide to mark the position of the hole for the second bolt.

With the lock removed once more, a pilot hole can be drilled, as can be seen here, before the hole enlarged to the correct size for the coach bolt that will hold the lock. In this instance it was 11 mm.

...Which is then marked off on the outside of the door, before a pilot hole is drilled using a 3mm bit. The hole is then enlarged to take the key, which in our case requires the use of an 8 mm drill bit.

The lock is then measured to establish the correct position to drill the hole for the lock. Here the lock is dead centre between the bolt holes, which are 120 mm apart, tgiving us a centre of 60 mm...

Again a pilot hole is drilled fi rst of all, followed by the 11 mm hole, through which the second bolt will pass to secure the lock to the door.

Begin by measuring out the manufacturer’s recommended fi tting distance of 200 mm, marking the edge of the door to give a datum. You may need to modify this, depending upon the design of your specifi c door.

While a strong lock may look intimidating, it is also sending out a message that there could well be something special in that particular garage, whereas a more subtle lock still provides the security without drawing attention to itself.

Holding the lock in position, while ensuring you can see through the bolt holes in the door and the bolt holes in the lock, the key is then inserted to ensure the hole lines up as intended.

Holding the lock in position, with the bolt extended through the side of the garage door, you can then use one of the bolt holes as a guide to allow you to mark the bolt hole onto the door itself.

Having established where the bolt will pass through the door frame, this measurement is taken to the outside of the door for easier access to drill a pilot hole, shown, then the full sized hole, in this case 13 mm.

The datum mark is taken around to the inside, where the lock is then held up, so that checks can be made for fi tting clearance and alignment. Here, it is clear that one of the bolt holes will need to line up with the channel in the door front.

These locks can be bought as a pair, or in multiple pairs, all of which can be operated by the same key.

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...in which the pivot for the cover plate was slowly drilled out from the back of the escutcheon, until enough metal had been removed so that the pivot fell away, allowing the cover plate to separate from the body of the escutcheon...

Supplied with the kit are two escutcheons for covering the keyhole, to protect the locks from rain and dirt. However, due to the nature of design of the garage door, they could only be fixed at one side, so a cunning plan was devised...

If you’re over five foot tall, we recommend you take five minutes to cut down the threads from the mounting bolts, to avoid any potential head injuries.

The lock is then fitted to the door and, in our case, packed out with washers to avoid distorting the door once the coach bolts are tightened up. It will help to keep operating the lock occasionally, to ensure the bolts remain aligned during the final tightening.

...so it could be used by itself as a cover for the key hole. Using it as a guide, a hole is drilled, after which a machine screw and two nuts are fitted, which lock onto each other and allow the screw to operate as a pivot.

Using white correction fluid applied to the end of the bolt, the garage door was closed and the lock operated, so the wet correction fluid transfers the correct position to the doorframe...

1817

As subtlety is the key in the fitting of these locks, the chrome of the coach bolts and the cover plate from the escutcheon are given a coat of white primer to make them that little less obvious to those taking a casual glance at the garage.

...which gives you a mark for where to drill a pilot hole, before enlarging it to the correct diameter, to allow it to take the bolt when the door is locked.

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CFTECH

1. BulkheadThe Duratec is quite a big engine meaning it’s way too long to fi t in the Anglia’s bay. If you’re handy with the fabrication skills and can make a front-bowl sump, then you could use the original front suspension. Otherwise there is no real alternative but to move the bulkhead further back and use a rear-bowl sump. Only then will you stand a chance of not upsetting the handling.

2. Front Suspension If you’ve done the former then the front suspension choice is more open — basically, convert to Escort/Capri-based rack and pinion, which means you can site the engine where you want — as far back as possible is ideal for weight distribution, but there are limits! You can adapt an Escort crossmember, struts and TCAs, or buy a kit using fabricated TCAs from Old Ford Auto Services (OFAS).

Engine MountsRetro Ford Limited are the main source of Duratec conversion parts and they could help with engine mount fabrication — they do a chassis-mount kit, which basically allows you to make your own, which obviously doesn’t need to interact with the crossmember mounts. Or they reckon you could use an Escort World Cup crossmember plus their engine mounts that work with it. You’ll probably have to lower the rack mounting, too.

3. AncillariesThere are a few bits that stick out on a Duratec which aren’t a problem in its conventional front-drive format, but convert it to inline and there are a few bits that get in the way — like the water manifold. Ideally this needs slimming down, although Retro Ford Limited and Raceline make a component to solve this problem. You may also need to look at the alternator routing, but again there are kits for this application.

Gearbox choice There are a couple of gearbox routes — the traditional option is to use an adapter bellhousing and bolt a Type-9 to it although the ratios aren’t ideal and the ‘box won’t take serious horsepower. The next adaption choice is a Cosworth T5, which is stronger and has better ratios but again you’ll need a bellhousing. Probably the most obvious, with no adaption, is a Mazda ‘box — available in both fi ve and six-speed.

4

2

engine swap guide

January 2015 91

The number of Duratec Anglias with the bulkhead still in place is pretty thin on the ground. Every conversion we’ve seen so far is in-conjunction with the bulkhead being modifi ed and the engine moved back... The problem is the sump confi guration interacting with the front suspension — it’s not going to happen without

complete replacement. There are kits out there to swap to Escort rack-and-pinion, then you can use a rear-bowl sump but the fact is, fi tting one of these engines in this car will need fabrication skills. Like a Pinto, YB or any other long-ish, tall engine, reworking the bulkhead is the only viable path.

Duratec into Anglia 105E

Swap it

If you don’t mind a bit of fabrication, the Duratec is a great swap for your 105E.

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Transmission tunnel The Anglia’s tunnel is miniscule — even a Type-9 behind anything needs the tunnel enlarging. It stands to reason that if you’re going to move the bulkhead back to get the engine in, you’ll need to enlarge the tunnel. Retro Ford Limited make a tunnel kit that’ll swallow a large box, while OFAS can supply plans for tunnel expansion. Whatever, our choice would be fi tting a Mazda ‘box where you like, then fabricating a crossmember to suit.

Master cylinders Removing the bulkhead to fi t the engine in will almost certainly mean you’ll lose the mountings for the master cylinders. There is no defi nitive path here, but the solution would dictate using something like an Escort pedal box — available in both cable and hydraulic clutch operation — then adapting that to fi t. Again, fabrication is necessary.

Back axleThe Anglia back axle truly falls into borderline territory — you could strengthen it with an LSD or ATB, helping spread the load but for big power, which the Duratec is more than capable of, you might want to consider fi tting a narrowed Atlas with an LSD. We’d also advise an A-frame location kit, turretted rear dampers and anti-tramp bars — all of which are available from Milton.

4. CoolingYou won’t really stand a chance with the Anglia’s standard radiator. You could try a late Cortina or big Capri rad although you could also check out Retro Ford Limited’s range of alloy radiatorss meant for Zetecs and Duratec conversions.

5. ExhaustIf you’re chopping the bulkhead then squeezing in an exhaust may well be part of the plan — get the engine in the hole with all ancillaries in place then fabricate the sheet metal around it. However, the Duratec’s front-drive exhaust won’t be much use, plus it’ll be full of emissions junk as well. There are manifolds available for the Escort that you can use.

4A-GZE into EscortQ I’ve recently purchased a 1600 Sport Mk2 Escort, which I want to modify. I would like to install a Toyota 4A-GZE motor (the supercharged version of the 4A-GE motor). I’ve hooked up a five-speed gearbox from a Toyota Cressida 2800cc. This is a fairly common transplant here.

One problem is the lack of space clearance between the sump and front suspension. A solution used here is to cut and modify the sump, extending the new sump bulbous section a long way forward, but this looks rubbish. What are the implications and how does one create a dry sump?

Are you also able to offer a solution to replacing the rear drum brakes with a direct, bolt-on disc brake assembly. I want to retain the existing diff, but want to beef-up the stopping ability.

Etienne SmithSouth Africa

A A dry sump set-up would almost certainly solve your clearance problems, but they are difficult to build yourself. Most dry sump kits are developed for popular engines by tuners/engineers, which removes most of the headaches. Unfortunately, as far as we know there are few people developing parts for the 4AGZE engine here in the UK.

If you wanted to build your own system you would need to modify the sump into a shallow vee with a collector channel down the middle.

92 January 2015

Above: the supercharged 4A-GZE engine is a common swap in South Africa.

Plastic windows are road legal in the UK as long as the front windscreen remains glass. Running without a front numberplate probably isn’t, though...

A three-stage pump would need to be mounted on the side of the block and driven by a toothed belt and pulley off the front of the crank. Basically, the pump sucks out the oil from the sump and returns it to a remote tank where the air bubbles are removed. The third stage of the pump draws oil back from the tank and returns it to the engine under pressure. This is a very simplified description and you would need access to good fabrication and machining facilities to make a homebuilt system work reliably.

On a brighter note, the rear disc conversion is much simpler, with lots of companies selling pre-cut brackets to mount Sierra rear callipers and discs directly onto the axle tubes. With the right bits to hand this can be done in half a day.

Perpex windowsQ I’m looking at fitting perpex windows to my Mk2 Escort. I know, that I can’t change the screen, but if I change the other windows is it still road-legal?

Hugh MorganMaidenhead

A Yes, the car will still be legal. Try to get proper polycarbonate rather than perspex ones though, as the former is less prone to shattering during an accident. It does scratch more easily though, so you need to treat it with care.

There are also companies who can supply the rear screen with the correct contour so it will fit straight into the original rubber.

Want to run DCOEs on your Pinto? You’re best off upgrading to an electric fuel pump and regulator.

your tech questions answered

FIESTA REV COUNTERQ I have a 1981 Mk1 Fiesta Ghia and it has just come off the road for a full rebuild. I would like more power than the standard 1300, so I was thinking of buying a scrap Mondeo and robbing its Zetec and fi tting it with an RS Turbo gearbox before putting it in the Fiesta. My question concerns the original rev counter in the Fiesta. Will it work from the Mondeo motor or will it need work doing to it? I would like to keep the dash looking standard.Andy SmallboneEmail

A The problem you will have is that the Zetec engine runs a wasted

spark ignition system whereas theMk1 uses a standard distributor set-up. The tacho will work but it will read at half speed. You can rectify this by taking a feed from both sides of the coil trigger wires up to the tacho with two diodes to stop power backfeeding across the coil. Not an ideal solution, but it will work.

The other option is to go for either Weber-Alpha or Omex ignition management instead of the Zetec’s exisiting Ford ECU. Both have confi gurable outputs for the rev counter and can be mapped to suit any modifi cations you do to the engine.

ContactsGlencoe01784 493555www.glencoeltd.co.uk

Rally Design01227 792792www.rallydesign.co.uk

QUERY OF THE

MONTH

Pinto’s pumpQ I‘m building a 2.1 Pinto, which will be lightened and balanced and I’ve got the RS2000 engine mounts. Could you please tell me which side they fi t, as I think it’s the small one that fi ts on the alternator side. Also, do I need to fi t a better fuel pump or will the manual one be OK?

Morris KingEmail

A You are correct — the small mount fi ts on the alternator side of the engine. With regard to the fuel pump,

it depends what carb you’re planning to run. If you’re intending to use a DGAV or DGAS carb, the standard pump will be OK and should easily keep up with demand. If you intend to run DCOEs you will need a Facet Silver/Red Top pump and Filter King regulator to make sure you get enough fuel fl owing to them. If you have the budget, fi t the pump and regulator anyway so that you have plenty of capacity for future mods.

Noisy diff Q I have a Mk2 Granada Ghia X with a noisy diff. The problem only happens when the car is in reverse. MMy local garage has advised me to replace it as it has a lot of play.

I need to know are spares a problem, and where can I buy a new diff? Is it cheaper to replace the diff rather than repair it and if I do replace it would I be better to fi t an LSD? If I get a diff from the breakers, how do I know it’s OK?

Dave FarmerEmail

A This can be caused by incorrect depth of mesh on the crownwheel and pinion, pinion bearings failing or too much backlash. All of which will require the diff to be removed and repaired. You can fi nd good diffs in the breakers, but unless you can get the cover off and you know exactly what you’re looking for, it’s pot luck. LSDs are available both new and second-hand but again it’s easy to

spend a lot of money on a duff unit that still needs rebuilding.

Unless you know exactly what you’re buying and it comes with some kind of warranty, it may be wise to budget to have the unit

rebuilt by a specialist.

run DCOEs you will need a Facet Silver/Red Top pump and Filter King regulator to make sure you get

second-hand but again it’s easy to spend a lot of money on a duff unit

that still needs rebuilding. Unless you know exactly what you’re buying and it comes with some kind of warranty, it may be wise to budget to have the unit

rebuilt by a specialist.

You can make the Fiesta’s original tacho work with a 16-valve Zetec.

Granada’s diff whining? Get it rebuilt by a specialist.

MAXIMISEENGINEPERFORMANCE

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JJ’s Mk2 EscortHow do you sleep at night? For JJ it’s the wide awake club as he ponders engine swaps and being followed.

t’s the end of 2014, and it’s really strange that we have done a season and the only thing we required was a

coil and tyres and a few lessons on how to drive on wet French concrete roads! If you get the chance do it, it’s better than driving on ice. This year included the usual fun of hillclimbs, rallying and a bit of fun on the track, so all in all a great year for me and The Mutt.

Looking back at the year and all the changes in motorsport rules, I now have sold the 16-valve Red Top the car ran for a while, and gone back to the good old 2.1 Pinto again. Why? To have a go at Historic events, which are better value and allow the Clubman competitor a chance of a decent position. Sorry, but an Mk2 Escort isn’t the same with power steering.

The Mutt is now going to get a bit of tlc as it’s 14 years since she was painted, so she is getting new arches, windows which are easy, but try fi nding a steering column in good condition? If you do have one, please let us know. The question that is killing me is, does The Mutt stay green? Let’s wait and see what happens!

One thing that has worried me this year is the amount of cars that have disappeared. I

I had an incident this year that really put into light how this happens — it involved me getting followed from an event, the same 4x4 followed me into two services, so I ended up driving into a police station. I was that spooked I slept in the wagon in the police car park that night (they thought I was a complete nut job but agreed).

We all know the insurance will pay out some of the money, but none of us want to lose our pride and joy. I started with alarms and then got introduced to trackers. So we all know the crooks cut power to the battery once they have taken your baby and your

normal tracker is useless, but I have now got a little device with a battery back-up that is hidden away, but will send me a text and email if the car move’s from its location. I am always a doubter, so we played a game of hide-and-seek and they were able to tell me that the car was underground in a German bunker in Jersey. These devices start at around £250 and normally have a monthly charge, but to me its piece of mind — and sleeping in an old van is no fun.

I’ll share some rebuild photos — and scars — in the next update.

Until then, keep ‘er lit!

It’s still looking fresh to us, but JJ is planning a minor body rebuild before the new season.

94 January 2015

“I WAS THAT SPOOKED, I SLEPT IN THE POLICE STATION CAR PARK”

What’s been done this month:Swapped the Red Top for a 2.1 Pinto, got followed, slept in a police station car park...

Next on the to-do list:Minor body rebuild and paint

Tracking device should help JJ sleep better.

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No moreflat batteries

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An ingenious device which attaches to the

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hrome: the finishing flourish designers use to accentuate and frame their designs. But every

silver lining has a cloud, one needing careful care and cleaning to keep it in top condition. Tired, lacklustre chrome will detract from the best of paint finishes. The chrome experts recommend nothing more than warm soapy water and soft cloths as a regime for new chrome. But what about older or more tarnished chrome?

Contaminants and dirt adhere to the surface of chrome and the task of cleaning is all about their removal without damaging the mirror finish. Abrasion, though necessary, should be as minimal as possible to prevent scratches and the eventual erosion of the chrome layer that is merely microns thick. Which of our six is best for this essential task?

C

Gleaming chrome can make or break a classic Ford’s appearance. Which products should you trust to care for and reveal its true appeal?Words Classics Monthly Photos Gerard Hughes

ON TEST:

Our main test piece was the rear bumper blade. It had been in storage for the past four years at least. Rust had broken out on its overriders and isolated areas of the blade.

The bumper was sectioned into six test areas, each with tarnishing and signs of rusty tainting. Once the layer of dust had been washed off to help minimise abrasion, each product was applied in accordance with the instructions supplied.

The products varied from pastes to liquids, reflecting (sorry) the differing approaches from manufacturers. Each product was applied until it was deemed to have either obviously

cleaned the surface, or should have, given the (very reasonable) amount of time spent trying to do so. We were aware that fast isn’t always best when it comes to any cleaning product, just potentially more abrasive, which isn’t ideal for long term chrome care.

Once all the products had been applied and buffed to a shine, the masking tape was removed from each section and our final inspection made.

It was immediate obvious which products had made the most impact on our test piece, but there’s more to it than just the finish. Here’s how we got on.

How we tested

Metal polishes

96 January 2015

CfteCH

January 2015 97

(Ultra Fine tested first, then Normal and Coarse grades)

They say:For polishing and maintaining smooth lightly oxidized metals. Removes light corrosion, oxidation, tar, rust, stains and tarnish from smooth stainless steel, aluminum, bronze, brass, copper and chrome.

We like: Ultra Fine unlikely to harm chrome in excellent condition.

Also worth considering: Only Coarse grade dealt with the tarnished area and then not completely. Becomes an expensive regime if all three grades are required. Thin consistency too easily absorbed by our microfibre cloth.

Gliptone liquid Metal polisH

Contact: www.rustshop.com

They say:Ideal for use on chrome and chrome finished plastic. Fragranced scent

We like: Suitable for all chromed finishes - plastic and metal. Lotion spreads well, with plenty of coverage. Gentle nature ideal for new chrome. Although gentle, it fared well given the condition of our test piece.

Also worth considering: Good overall finish but milkier once buffed compared to others tested.

siMoniz CHroMe Cleaner

Contact: www.holtsauto.com

peek CreaM polisHThey say:Cleans, polishes, protects. Retards tarnish up to three months or more depending on the environment.

We like: Creamy feel felt easy to work in with good coverage. Lifted the oxidised layer well. Good value for size and performance. Available in different sizes and as a liquid or paste.

Also worth considering: Minimum order value of £10 if ordered direct online.

£8.95

score6/10

Contact: www.tri-peek.com

score7/10 £5.99

score7/10

£5.00

on test: metal polishes

We say:The wild card in our test, but what a performer. Mix with water into a paste, apply and leave for one minute, then rub in using a soft cloth. Then rinse off and dry. Active ingredients are oxalic acid and citric acid.

We like: Effortless to use - minimal rubbing so no swirl marks. Once rinsed, chrome finish had the bluey quality of good chrome. Superb value for money, available ready mixed, too.

Also worth considering: Will tarnish anodised aluminium. Best for chrome removed from vehicle? No protectant so expect to use a wax or similar for surface protection.

2.99

Bar keepers friend

Contact: www.kilrock.co.uk

Contact: www.por15.com

por15 artisan Metal polisH

score8/10

CfteCH

They say:Suitable for use on chrome, stainless steel, nickel, copper, aluminium and alloy, cutting through surface corrosion and oxidation to restore a brilliant shine and lustre.

We like: As effective as any tested. Quality shine achieved. Excellent value for money. Pine oil acts as a protectant coating.

Also worth considering: Not for chromed plastic, unlacquered

alloy and some other finishes, so check before you buy.

t-Cut oriGinal

Contact: www.tetrosyl.com

They say:Specially formulated for a fast-acting yet gentle polish. Use it to quickly put a fabulous shine on chrome, aluminium, brass, steel, stainless, silver or any other bright metal surface.

We like: Instant feedback that it was doing something.

No residue or milkiness. Excellent finish.Good coverage given small size of tub.

Also worth considering: Cost without additional postage is highest on test.

£11.10

98 January 2015

score8/10

BesT BUY

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Here’s one we built earlier......can we build a set for you?

GAZ Gold Coilover KitsGAZ GHA kitsGAZ GT Shock Absorbers

[email protected]

Telephone:

01268 724585Gaz Shocks LtdRayridge House, Swinborne RoadBurnt Mills Industrial EstateBasildon, Essex, SS13 1EH

A very extensive range of telescopicdampers for both modern and classic carapplications.

• These units can be built in various openand closed lengths.

• Bump and rebound is adjustable bymeans of a a single control knob.

All units in all our ranges can bepurchased individually or repaired, byreturn, in the event of an accident. Ledarebuild service also available.

A full range of springs are stocked at thefactory for road and motorsport use.

Gaz GHA height adjustable kits are primarilymade for the modified road car market.

FEATURES:-• On car damping adjustment• Shortened body and stroke lengths toallow a -25 to -65mm ride heightadjustment• Coarse acme form thread for ease ofadjustment• Zinc plated to minimise corrosion• Includes high quality coil springs invarious rates and diameters.• Spring rates can be altered on request.• When a coilover is unable to beinstalled a separate damper and rear coilspring with a variable spring platform isused so the kit retains full heightadjustment all round.

Premium height adjustable kits fortarmac motorsport and the serious trackday enthusiast.

FEATURES:-• On car damping adjustment• 62mm bodies for increased oilcapacity.• Induction hardened piston rods• Multi lip sealing.• Gas cell in the outer reservoir toprevent cavitation and reduce fade inmotor racing conditions.• Lightweight billet alloy bases, endfittings, seats, lockrings, rod guides andgland nuts.• Nickel coated steel outer tube toprovide the best anti corrosive finishpossible.• Anodised outer alloy components

Provides camberadjustment fortarmacmotorsport andthe serious trackday enthusiast.(Not suitable forroad use).

FEATURES:-• On-caradjustment

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• Can be combined with GAZ speciallyshortened coilover units for maximumadjustment.

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Spring rates can bealtered on request.Silicone Chromesprings available Self lubricating

spherical bearings

Nickel coatedsteel outer tube

Coilover kits available for Lotus Cortina Mk1 & Mk2, Cortina 1600E & GT, Popular & Anglia Conversions, RS Cosworths, Escort Turbos,Escort Mexico, RS 1600i, XR2 Fiesta and most other classic Fords

Escort MkIIGAZ GoldCoilovers forEscort MkII nowcome with theoption of BrandNew Steel StubAxles alreadywelded intoposition. Noneed to supplydonor stubs!

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Easy adjustment

NEW!

Name: Carwyn EllisAge: 34Job: Sales Director at Motorsport ToolsLocation: Pwllheli

f you picked up a copy of the January 2014 issue, then the chances are high that the poster

calendar that came with your magazine is still on a wall in the house or garage. Featuring the same Mk2 you see here, albeit in bare, painted shell form and surrounded, Airfi x kit-style, by all of the goodies that were going on the car, it was an arresting image to say the least.

But a car isn’t much use unless it runs and drives, and so 12 months on, the build of this stunning Escort is well under way. You might think building a rally Escort that follows a formula might be a straightforward and quick affair, but when you’re putting together a car designed to do 120 mph down a narrow Irish lane, rushing the job and cutting corners is not a good idea.

Owned by Carwyn Ellis, head honcho of North Wales-based

Motorsport Tools, it’s shaping up to be one of the most-detailed and frankly, gorgeous, modern-spec Group 4 builds we’ve seen for some time — that Frozen White paint and blood red wheels theme the car currently wears really does stop you in your tracks. It’s also turning into something of a development mule — the clean shell proving a magnet for the Motorsport Tools staff to check, measure and offer up the goodies they sell.

Twelve months on from when we fi rst set eyes on Carwyn’s Mk2, we’re back to check on progress. Now with 2.5-litres of Millington Diamond engine sitting between the inner wings, we’ve captured it in all its stunning glory before Carwyn and his merry men fi nish the build, and throw it down a Tarmac stage.

It’s going to be awesome.

MOTORSPORTCLASSIC FORDS FLAT-OUT ON THE STAGE, STRIP AND TRACK

100 January 2015

TIME TO FLYYour projects: Star of this year’s Classic Ford calendar, Motorsport Tools’Tarmac-spec Mk2 build is shaping up to be one of the � nest yet. Words Simon Woolley Photos Michael Whitestone

I

Car: Group 4 Mk2 EscortStart condition: bare, painted shellCondition now: build 80 per cent completeTime taken so far: 18 monthsEstimated date of completion: April 2015

your projects: mk2 escort

January 2015 101

“WHEN YOU’RE PUTTING TOGETHER AN ESCORT

DESIGNED TO DO 120 MPH DOWN AN IRISH LANE,

RUSHING THE JOB IS PROBABLY NOT A GOOD IDEA”

102 January 2015


“WE’VE HAD A BIG PUSH OVER THE LAST COUPLE OF WEEKENDS AND THE CAR IS REALLY STARTING TO COME TOGETHER”

You already have a Group 4 Mk2, why build another?The XE-powered blue one I built 10 years ago, and it’s a forest car that runs in the 2-litre class, whereas we wanted a Tarmac-spec Escort to run in the next class up that we could take to Ireland or the Isle Of Man. Rebuilding the old car would have been too much of a compromise and we wanted to start with a blank sheet.

Why has the build taken so long?We’ve been busy! Plus demand for space in the unit has meant that we haven’t been able to keep the car in one place for long enough to put in the hours on it. We had a big push over the last couple of weeks though, coming in at weekends, and it’s really starting to pull together.

You bought the shell already done, didn’t you?Yes, a local lad built it and had it painted, and when it came up for sale we realised it would save us a lot of time and money, so we went for it.

Did you make any changes to the shell?We had to fi t chassis mounts and the tubes for the sill jacks, plus we installed deeper rear tubs in case we want to run bigger wheels at some point. To be honest, we’ll probably end up running 15s all of the time, as with 300 hp, 13 inch tyres aren’t going to last very long.

It’s almost too good to rally!Yes, but it’s got to earn its keep. We plan to use it as a tool to develop and test, as well as promote the products we sell like the new electric power steering kit we’ve just started doing.

The last time we saw the car, there was no engine.The Millington Diamond arrived about six months ago. It’s a 2.5-litre Series One, and

Rebuilt Series One Diamond engine features an alloy, 2.5-litre bottom end. Gold foil is to defl ect the heat from the soon-to-be-fi tted Tony Law manifold.

your projects: mk2 escort

over the months mainly based around Motorsport Tools’ red, black and white colour scheme, but at the moment we’re quite into the clean look — keep the sunvisor and add a few subtle stickers, and leave it at that. We’ll see!

What else is left to to do?A guy down in South Wales is going to make up the loom for us, then once that’s ready and fi tted, it’s just a case of fi tting the rest up, setting the car up and go and do some testing.

That’s not a huge amount, so what’s the fi rst event you’re planning to do?We’ve got our eye on an event at Anglesey in the Spring, but we thought we’d take the car around a few events like the Classic Ford Show fi rst, before it gets damaged too much!

they don’t come up for sale very often. It was a case of, now or never, really.

What’s the rest of the running gear?It’s all stuff we sell. The Avos are three-way adjustables with remote reservoirs, while the rest of the front end used Rix Engineering kit, with bigger stub axles and bearings and Safari-style bottom arms. The front brakes are AP Racing’s Ultimate Tarmac kit with WRC-style, J-hook grooved discs, which at 277mm are about as big as you can get behind 13 inch wheels. The gearbox is a Quaife 60G six-speed sequential while the fully-fl oating Atlas axle runs a Gripper diff with a 5.1 crownwheel and pinion. Brakes at the back are APs again.

Have you decided on the livery?We’ve been sketching out various ideas

January 2015 103

Underside has an almost show-car fi nish, so Carwyn is keen to take the Escort round a few shows before it gets used and abused.

Trick three-way dampers work with beefed-up, works-style bottom arms. 277 mm discs just fi t inside 13 inch rims.

Attention to detail even extends to the boot. Having seen the rest of the build, would you expect anything else?

Six-speed sequential will make the most of that awesome Millington engine.

EPAS kit is brand-new from Motorsport Tools.

Once the wiring loom has been made, Carwyn can crack on with fi nishing up the interior.

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o Ford fans he’s an institution. As Classic Ford’s longest-serving and most-prolifi c contributor, when it comes to the Blue Oval, Graham Robson has been there, done that and then sat down at a typewriter

and written about it. Indeed, scan the Ford books on your shelves, and the chances are high that Graham has written the majority of them. So we thought it high time we turned the tables — and Dictaphone — on him, to try and eek out those stories that he’s so far, not put down on paper.

Graham’s connection with Ford goes back almost 50 years, and as with many motoring writers of the period, came about through rallying — or co-driving to be exact.

“I studied engineering at Oxford, joined the motor club,” he recalls, “and while there started navigating on club rallies.” The navigating continued after university, when Graham was working at Jaguar in Coventry as a graduate trainee and latterly chassis design engineer. Thanks to the very

“WHEN IT COMES TO THE BLUE OVAL IN MOTORSPORT, GRAHAM ROBSON’S BEEN THERE, DONE THAT, THEN WRITTEN ABOUT IT”

T

Proli� c writer, Graham Robson had a close relationship with Ford at Boreham and its drivers for decades. Classic Ford gets him to spill the beans.

Words Simon Woolley Photos Bryn Musselwhite, Ford Photographic

BLUETRUE

January 2015 107


Testing for Autocar in 1966. Graham’s in the Broadspeed Anglia, naturally.

the rs200Ask Graham what the highlight of his time working with Ford was, and he declares the RS200 launch without hesitation.

“When the RS200 came along, I was in on the ground fl oor from the start and was involved totally with that car for the next three years. I ended up writing the driver’s manual and running the factory-supported RS200 Club — we knew all the cars, by their VIN numbers rather than numberplates. Both Bob Howe (the product manager at the time) and I ran four as road cars, covering 20,000 miles in each of them.

“They were hard work in traffi c, but wonderful, a proper poseur’s car and no-one else had one. The red one I ran even had electric windows, proper Recaros and a mobile phone. Hot, though - you didn’t need the heater.

“The fi rst time I brought one home, I was asked, what have you got that funny little toy car for?

“It was a great time — the car was launched at the Turin motor show, and we were fl own in by Ford Air. I remember thinking, it can’t get better than this.”

108 January 2015

motorsportCLASSIC FORDS FLAt-Out On the StAge, StRIp AnD tRACk

I’ll just leave this here... Graham used RS200s as his everyday cars for four years, regularly commuting between Boreham and his home in Dorset.

Graham ran many promotional tours for Ford. This was around the time of the Sierra Cosworth’s debut in 1986.

On the 1962 Regent rally. Co-driving in Anglia 12 NAM with Phil Simister, the pair won outright.

With Jackie Stewart on an RS dealer day in the mid 80s.Pick a year, any year... the archive is stacked with old car magazines to distract him from getting on with writing.

custom load-lugger

active Godiva Car Club, the co-driving became serious, Graham competing in rallies all over the UK, often in Fords driven by Phil Simister and usually against rival and future employer, Stuart Turner (“sometimes he beat me, sometimes I beat him!”), he began writing rally reports for Motoring News — then a hugely infl uential motorsport newspaper — even after he left Jaguar to run Triumph’s motorsport department in Coventry.

The links with Ford’s motorsport department really kicked off in 1965. “I was working for Autocar by then, and running a brand-new Cortina GT as a staff car. Ford suggested I did an event with Roger Clark, who had only recently been signed by Ford, which was the Welsh International in a Lotus Cortina. We won, and Roger and I, who I already knew through the rallying scene, got on great guns.”

Sent to CoventryGraham stayed with Autocar for four years before going back into the motor industry, working for Chrysler in Coventry, all the while carrying on his motorsport writing career in his spare time. Then in 1972 he took the jump and went freelance full-time.

“Yes, believe it or not, I’ve never been a full-time employee with Ford, always a contractor. My fi rst big job for them was to ghost-write Roger Clark’s autobiography, Sideways To Victory. Several people wanted to do it, but as we knew each other very well, he

trusted me to get on with the job. After that I said to Ford, why not do a book on the works Escorts? And from then on I was in and out of Boreham for years.” The Works Escorts has become the bible for Ford’s race and rally car efforts with the Mk1-onwards, and he’s updated it numerous times over the years, right up to the model’s last gasp as the Escort WRC in 1996.

Back in 1976 though, the Escort was still the top dog in international rallying, and when Roger Clark and Jim Porter won the RAC rally in the RS1800, POO 505R, Graham was able to borrow it for a week for an Autocar test.

It’s not well-known, but Graham often supplies all of the images, mostly prints originally sourced from Ford’s photographic department, for his features in Classic Ford. Filed neatly in a large fi ling cabinet in his archive room (which also contains a complete set of Autocar — bearing in mind it’s published every other week and has been going for over 100 years, that’s a lot of magazines), it’s a real treasure-trove if you’re obsessed, like us, with Ford’s history. You could quite happily spent a couple of hours rifl ing through the black and white and colour prints and slides.

the arChives

January 2015 109

“my first big gig was to ghost-write roger Clark’s aUtobiography. he

trUsted me to get on with the Job”

graham robson

Graham’s archives are fi led with fascinating images from Ford’s past, mostly still in print or slide form, too.

In the late ’70s Graham organised the Fiesta Ladies Championship, using almost showroom-standard 1300S models. Note the Supersport alloys.

“They wanted to get some performance figures at the MIRA test facility, so who was the best person to drive it? Roger, of course. For some reason, he wasn’t allowed to by MIRA, so every time management turned up, he would leap into the passenger seat, grinning!”

Job doneFrom the late ’70s-onwards, Graham became the go-to man for organising motorsport promotional events and tours, organising the Escort 1300 Rally Championship, and infamous Fabergé Fiesta Ladies’ Championship, which discovered Louise Aitken-Walker — all under the watchful eye of Stuart Turner, then head of Ford Motorsport.

“Turner could be bloody demanding. He would call up and say, I want to see you tomorrow, and you had to drop everything. On the plus side, I could turn up when I wanted at

Boreham and I got to know all the drivers — it wasn’t hierarchical or snooty in those days.”

In the ’80s the relationship continued with Graham being actively involved the the birth of the RS200 (see page 108) before setting up the Securicor Sierra Rally Challenge in 1986 (and using an XR4x4 as a chase car), followed by running RS Motorsport dealer evenings.

It was around this time that his prolific book writing career really took off, and with the cars he first wrote about when new now regarded as classics, he began writing for classic cars magazines, too including for Ford Heritage - the precursor to Classic Ford.

“I could write about 4000 words a day at that point, and when I wasn’t writing I would look at my job sheet and get twitchy.”

These days Graham is still writing, and still commentating at events (he was the commentator at Ford Fair for many years) here and in the USA, and he still travels up to Ford once a week. Has he ever thought about retiring? “I probably should have stopped years ago, but then what would I do? Go mad with boredom and run out of money, probably!”

110 January 2015

“i got to know all the ford rally drivers at boreham — it wasn’t at

all snooty in those days”

motorsportCLASSIC FORDS FLAt-Out On the StAge, StRIp AnD tRACk

The workshop door was always open to Graham at Ford Motorsport’s Boreham base. This is from the days of the Sierra Rally Challenge.

Where the magic happens: Graham could sit at this desk and crank out 4000 words a day at his peak.

Graham carried on working for Ford right through until the late ’90s.

With over 150 books to his name, you could say that Graham knows his onions when it comes to Fords.

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* Subject to our standing underwriting criteria. Please refer to the policy documentation on our website, or call, for further information.Photography courtesy of James Lipman.RH Specialist Insurance is a trading name of Willis Limited, a Lloyd’s Broker. Registered office: 51 Lime Street, London, EC3M 7DQ. Registered number 181116 England and Wales. Willis Limited is authorised and regulated by the Financial Conduct Authority. The RH Specialist Insurance schemes are arranged and administered on behalf of Willis Limited by ERS Syndicate Services Limited, an appointed representative of ERS Syndicate Management Limited which is authorised by the Prudential Regulation Authority and regulated by the Financial Conduct Authority and the Prudential Regulation Authority: Number 204851

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116 January 2015

cfbuyercfbuyer

ESCoRT RS TURBO SERIES 2Building on the success of the Series One, the blown RS made a welcome return in the Mk4 Escort range. Here’s what to look for.

nlike its predecessor, the Series 2 RS Turbo had no motorsport agenda and so

was aimed squarely at, and developed for, the hot hatch buyer. Consequently, the new-generation RS was arguably

softened to be more driver-friendly and the race-bred DNA of the Series 1 fell by the wayside with the deletion of items like the 4.27:1 fi nal drive and the front tie-bar arrangement.

Thankfully, the 1596cc

turbocharged motor did remain. However, while it looked much the same, the CVH received a number of modifi cations, most notably the Bosch Motorola management being reworked with part-throttle calibrations to

enhance fuel economy and optimise ignition advance. Other changes included a one-piece inlet manifold, water-cooled bearing for the Garrett turbo, upgraded intercooler and re-porting of the cylinder head.

UWords Christian Tilbury Photos Gerard Hughes

BUYER’S GUIDE

ID numbers can be found on the slam panel and under a fl ap of carpet sandwiched between the driver’s seat and sill. What you want to see, both clearly and perfectly aligned, is the series of letters WFOBXXGCABKJ followed by the chassis number listed on the V5.

Considering a 90-spec RST? Make sure you’re getting the genuine article by looking for the improved spec. Detail changes were actually quite a few, but signifi cant and easy to identify ones include the standard fi tment of a glass sunroof, electric windows and mirrors, heated front windscreen, tinted glass, revised bumpers with the front one no longer having a rubber strip, rear spoiler with curved over ends, ‘Zolda’ trim with blue and red fl ecks, intermittent wiper speed control, extended two-part centre console and second courtesy light in the rear of the headlining.

identity

interiorDoor card trim sags over time and it’s rare to fi nd a parcel shelf that hasn’t been sacrifi ced to the 6x9 gods, but the biggest concern is condition of the Recaros. The driver’s seat side bolster wears fi rst, the underlying foam crumbling and the fabric sagging and eventually tearing. Replacements can be found on the Internet for surprisingly little but repairing the fabric can prove costly and time consuming. Replacement means holding out for good second

hand seats but demand for excellent RST Recaros, particularly 90-spec, is high. It’s usual for a mint, matching pair to command over 200 quid.

Inspect the headlining for any sagging and staining around the sunroof, the latter pointing to the roof’s seals failing. Feel the carpets too. Any dampness and, in the majority of cases, you can bet that the metal underneath is rotten as the proverbial pear.

January 2015 117

braKeS It’s almost mandatory for any ‘80s fast Ford to suffer from warped discs and the S2 is no exception. Despite their adequate 260 mm size, it’s easy to bend the factory discs with a bit of hard use.

Chronic judder through the steering wheel when you hit the

pedal at speed is a clear sign that the discs are warped, but it’s not the end of the world as replacements are cheap. Braking components are likely to affect the effi ciency of the rear drums - the shoes and wheel cylinders. The cylinders fail sooner or later and a

telltale that they’re leaking is excessive travel of the handbrake.

Don’t forget to check the operation of the ABS too. It’s not the greatest and will feel harsh as it kicks back through the pedal, but a sickly system is costly to repair, not to mention an MoT fail.

braKeS It’s almost mandatory for any ‘80s fast Ford to suffer from warped discs and the S2 is no exception. Despite their adequate 260 mm size, it’s easy to bend the factory discs with a bit of hard use.

Chronic judder through the steering wheel when you hit the

B5 ‘box failure is generally caused by wear and tear and hard use. The mainshaft is the biggest weakness so listen for rumbling at speed. Expect a bit of play in the change but if you can’t select gears without forcing them, the linkage is shot. Try to beat the ‘box through the gears to see if the synchro’s OK. If it’s tired expect a crunch when you shift gears, particularly between second and third. As a rule, uprated internals — usually a sleeve that allows the fi tment of a bigger bearing — are required at anything approaching 200 bhp. The factory clutch is on its limit at 170 bhp.

Because a gearbox change might have occurred, it’s worth checking that any RS has received the correct B5 with the all-important slipper. Jack up the car, hold one of the wheels and get a friend to spin the other. If it spins freely then the wrong ‘box is fi tted. Don’t forget that the myth of the diesel gearbox being stronger is exactly that.

tranSMiSSion

buyer’s guide: series 2 rs turbo

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buyer’s guide: series 2 rs turbo

Depending if you had a penchant for Diamond White, colour choice was improved over the S1 too. S2 customers were able to specify its subtly enhanced exterior, that boasted bonnet vents, a colour-coded XR3i rear spoiler and modest arch extensions, in a choice of four colours: Mercury Grey, Diamond White, Black and Radiant Red. Inside, there were the obligatory Recaros but precious little else to distance the RS from its cooking counterparts. Even the steering wheel was pinched from the 1300 and if you wanted luxuries like a sunroof, central locking and electric windows then you had to splash £572 on the Custom pack.

While you didn’t get many creature comforts for your outlay, you couldn’t argue with the S2’s performance per pound. It’s much the same today and although it might not have the looks or class of its elder brother, it’s better value and virtually just as fast.

More choice

It sounds like a bag of nails but the turbo’d CVH is tough. Regular oil and cambelt changes are key to its survival and basics like the distributor cap, leads and rotor arm need to be in good nick if the RS is to perform as it should. Misfi ring often points to these ignition components being at fault, while another cause of rough running is air leaks.

A lack of boost can stem from collapsed boost pipes and a weak actuator and, if accompanied by a load of bangs on the overrun, a faulty Throttle Position Sensor.

Owners ‘tweaking’ boost and adding iffy chips is a recipe for an engine rebuild sooner rather than later.

Too much boost can blow the head gasket; usually signalled by a loss of coolant, white sludge on the fi ller cap and rise in running temp. More boost without the increase in fuelling will result in meltdown. Too much fuel is bad too, the mass of petrol washing the lubricating oil away from the bores, then going onto damage the seals and contaminate oil in the sump.

Fuelling and boost can be sorted by a professional tuner but if there’s a lot of blue smoke or rumbling from the engine then it’s a lost cause, the damage already being done and the blue tinge delivering bad news that oil is being burnt in the combustion chambers.

engine

buyer’s guide:

Depending if you had a penchant for Diamond White, colour choice was improved over the S1 too. S2 customers were able to specify its subtly enhanced exterior, that boasted bonnet vents, a colour-coded XR3i rear spoiler and modest arch extensions, in a choice of four colours: Mercury Grey, Diamond White, Black and Radiant Red. Inside, there were the obligatory Recaros but precious little else to distance the RS from its cooking counterparts. Even the steering wheel was pinched from the 1300 and if you wanted luxuries like a sunroof, central locking and electric windows then you had to splash £572 on the Custom pack.

While you didn’t get many creature comforts for your outlay, you couldn’t argue with the S2’s performance per pound. It’s much the same today and although it might not have the looks or class of its elder brother, it’s better value and virtually just as fast.

More choice

enginerefined driVeThe B5 transmission reappeared but with a higher fi nal drive that made motorway speeds less tiresome. The limited slip differential was re-engineered too, losing its snatchy action by way of tightening the manufacturing tolerances and drilling a few holes in the viscous coupling plates.

Revising the diff made the S2 feel less twitchy than its predecessor and it was further refi ned with the fi tment of XR3i-based suspension. The set-up came with uprated springs but the ‘3i’s Fichtel & Sachs dampers remained unaltered. The handling was less responsive than the Series 1, but there was an upside with the front end now less likely to lift when the throttle was buried.

The S2’s braking was sharper though. Via vented front discs based on those of the Sierra XR4i and slightly larger rear drums, the Series 2 built massively on the awful stopping ability of the Series 1 RS Turbo. The controversial Girling-produced anti-lock braking system was also standard fi tment.

January 2015 119

“although it Might not haVe the looKS or claSS of itS elder brother, the SerieS 2

iS better Value and Virtually aS faSt”

120 January 2015

cfbuyer

tech Spec

Rust adores the Escort shell and manifests in the rear chassis rails, bulkhead, battery tray, sills, floor and inner wings. All will be costly to rectify and it’s likely that rot will also be evident on the tailgate’s seams, door bottoms, sunroof and the edge of the bonnet.

Don’t forget about the rear arches. Get your hand up there to check for flaky metal, as it’s scarily common for them to be non-existent when the kit is removed. Panels can still be bought new but genuine bodykit components and the vulnerable front driving lamps can only be sourced second-hand. Evidence of past accident damage is also likely. Panel gaps were never that great, but should at least be consistent. Also look for signs of original sealant in the engine bay and that the boot floor isn’t creased from a rear ender. Mismatched paint and overspray also point towards body repairs, although don’t be too upset if it is otherwise straight and tidy as it’s a rare RS Turbo that has escaped unscathed.

body “if the SuSpenSion iS in fine fettle, the SerieS 2 handleS well enough”

Clubs & ForumsClubs & forums Ford RS Owners’ Club www.rsownersclub.co.uk

Series One Turbo www.seriesoneturbo.co.uk

Passionford www.passionford.com

RS Turbo Mania www.escortrsturbo.co.uk

Specialists Burton Power 020 8518 9127 www.burtonpower.com

Just Affords 01889 582197

Power Engineering 01895 255699

OddKidd Creations www.oddkiddcreations.co.uk

need to Know ValueS£1000-£2000 MoT’d runner. Will need a great deal of work to bring them fully up to scratch

£2000-£3000 Tidy to good cars that should be straight and presentable

£3000-£5000 Very good to excellent examples, especially anything that’s approaching £5000

In fine fettle the Series 2 handles well enough. The ride should be firm and compliant and although it’s not as responsive as the Series 1, it shouldn’t wallow or feel vague in the corners. Because of the RS Turbo’s age though, many will display such symptoms. The aforementioned wallowing, usually coupled with a crashy ride, stems from tired springs and dampers, while a vagueness from the steering often accompanied by a clonking noise points to knackered bushes. Replacement aftermarket suspension is more than likely, too. Look for good quality kit and at the very least a matched set of springs and dampers, as stiffer springs alone will knock out standard dampers in double quick time. Avoid anything lowered over 60 mm as this sees the Series 2 practically sitting on its bump stops. If handling’s your bag, then you won’t want a car lowered any more than 25 mm.

SuSpenSion electricSMake sure everything works from the indicators to the heated screen on later cars. However, what can cause you real grief are the electrics linked to the mechanical side of things.

Poor running and even engine failure can be traced back to duff electrics and the underbonnet wiring is a big culprit. It wears over time and is cooked by the heat build up, which ruins its efficiency and botches the signals that keep the RS running right. The fan activation switch also fails, so let any car idle for a bit and ensure it kicks in.

Don’t overlook the wiring that serves the fuel pump either. It breaks down over time and the current needed to keep it performing up to scratch tails off. If it’s left unattended it’s just a matter of time before the blown CVH runs too lean and expires in an oily mess. If you do buy an RS Turbo, get this wiring checked over ASAP — by a professional if you’re not sure what to look for.

BodyType: pressed steel monocoque three-door hatchback with Ford RS bodykit incorporating deep front bumper, bonnet louvres and rear tailgate spoiler

EngineType: CVH 1596cc. Bore/stroke: 79.96x79.52 mm. Compression ratio: 8.2:1.Cylinders: four, in-line Cylinder head: alloy Installation: front-mounted, transverse Block: cast iron Valve gear: two valves per cylinder, operated by belt-driven overhead camshaft Fuel and ignition: Garrett T3 turbocharger with intercooler, Bosch KE-Jetronic fuel injection Power: 132 bhp @ 5750 rpm, 134 lb.ft @ 2750 rpm

TransmissionFive-speed B5 Ford manual with 218 mm clutch and viscous-coupled LSD. Internal ratios: 1st, 3.15:1; 2nd, 1.91:1; 3rd, 1.27:1; 4th, 0.95:1; 5th, 0.76:1; Final drive: 3.82:1

SuspensionFront: MacPherson struts, coil springs, 24 mm anti-roll bar Rear: torsion beam rear axle, trailing arms, coil springs, telescopic dampers, 16 mm anti-roll bar

SteeringType: rack-and-pinion

BrakesSystem: vacuum servo-assisted dual circuit hydraulic with mechanical anti-lock system Front: 260 mm ventilated discs Rear: 229 mm drums

Wheels and tyresWheels: six-spoke 6x15 inch alloys Tyres: 195/50VR15 Dunlops or Goodyears

PerformanceMax speed: 128 mph 0-60 mph: 8.2 seconds

NExT MoNTh escort rs1600i

Escort Mk1 Formed Rear No sliders....£246.75Escort Mk1 Formed RearWith sliders ............................................£270.25Escort Mk 2 (5 pc or 7 pc) No sliders ..£170.38Escort Mk 2 (5 pc or 7 pc)With sliders ............................................£217.38

We also have the templates forAnglia, Cortina Mk1-8, Capri, Focus

All kit prices include VAT, BUT + POST.

Escort Mk 2 Moulded Mud FlapsForest or tarmac spec

New tarmac spec in stock

Tel: 0113 250 9852 Email: [email protected] Race Components

CLASSIC FORDSPECIALISTS

Escort, Anglia, Cortina, Capri, 100ETraditional tuning & Speed equipment

STANDARD & MODIFIEDNEW & USED PARTS

D & D Developments

Tel: 07772 740 817www.dandddevelopments.co.uk

www.facebook.com/dandddevelopments

Front Wingseach100E ...................................................£94.50Anglia 105E........................................£90.00Anglia / Popular E93a ........................£90.00Capri Mk 1 RS 3100.........................£109.50Capri Mk 1 / 2 / 3...............................£93.80Cortina Mk 1 / 2 / 3 / 4 / 5.................£90.00Consul Mk 2 .....................................£110.25Classic..............................................£105.50Escort MK 1 / 2 / 3.............................£90.00Escort Mk 1 Mexico ...........................£94.25Escort Mk1 with bubble arch...........£103.15Escort Mk 2 RS 2000 .......................£114.75Escort Mk 2 RS 2001 .......................£122.75Granada Mk 1 & 2..............................£94.50Sierra Mk 1 ........................................£90.00Transit Mk 1 .....................................£110.25Transit Mk 2 .......................................£90.00Zephyr Mk 2 / 3 / 4 ..........................£115.50

Front Valance100E Front Panel..............................£106.80Anglia 105E Front Panel...................£204.75Capri Mk 1 .........................................£59.60Capri Mk 2 .........................................£79.80Capri Mk 3 .........................................£95.45Cortina Mk 1 Front Panel .................£204.75Cortina Mk 2 ......................................£75.95Escort Mk 2 RS 2000 (nose cone) ...£225.75Escort Mk 2 RS 2001 (nose cone) ...£229.25Granada MK 1 ....................................£72.95Transit Mk 1 (diesel) Front Panel .....£203.15Transit Mk 1 (diesel) ..........................£44.25Zephyr Mk 3 ......................................£77-95

Bonnets With Interior Frame100E.................................................£141.75Anglia 105E......................................£141.75Capri Mk 1 Face Lift.........................£186.90Capri MK 1 / 2 / 3 ............................£186.90Classic..............................................£189.00Cortina Mk 1 & 2..............................£168.90Escort Mk 1 / 2 / 3 ...........................£141.75Escort Mk 2 RS 2000 .......................£184.50Escort Mk 4 RS Turbo (with vents)...£169.30Escort Mk 5 Cosworth (with vents)..£184.30Fiesta Mk 1 & 2................................£143.75Sierra Mk 1 (plain no vents) ...........£173.25Sierra Mk 1 Cosworth (with vents) ..£197.95Sierra Mk 2 (plain no vents) ............£204.75Transit Mk 1 (diesel) ........................£157.50Transit Mk 1 (petrol).........................£141.75

Bonnet Shell OnlyNo Inner Frame or Fixings100E...................................................£99.75Anglia 105E........................................£99.75Capri Mk 1 Face Lift.........................£123.90Capri Mk 1 / 2 / 3.............................£123.90Classic..............................................£115.50Cortina Mk 1 & 2..............................£100.50Escort Mk 1 / 2 / 3 .............................£95.30Escort Mk 2 RS 2000 .......................£115.50Escort Mk 4 RS Turbo (with vents)...£128.30Escort Mk 5 Cosworth (with vents)..£120.75Fiesta Mk 1 & 2..................................£98.00Sierra Mk 1 (plain no vents) ............£105.00Sierra Mk 1 Cosworth (with vents) ..£110.20Sierra Mk 2 (plain no vents) ............£136.50Transit Mk 1 (diesel) ........................£101.60Transit Mk 1 (petrol)...........................£94.50

Doors - Competition Use OnlyAnglia 105E......................................£205.95Capri Mk 1 (no top frame)................£184.25Cortina Mk 1 ....................................£205.80Escort Mk 1 / 2 / 3 ...........................£196.10Escort Mk 5......................................£202.00Fiesta Mk 1 & 2................................£196.10Sierra Mk 1 ......................................£202.00

Rear WingsAnglia / Popular E93a ........................£78.90

Rear ValanceAnglia 105E........................................£37.00Cortina Mk 2 ......................................£42.70

Boots With Interior Frame100E.................................................£112.35Anglia 105E......................................£127.60Capri Mk 1 .......................................£136.50Capri Mk 1 with spoiler....................£178.50Capri Mk 2 & 3 Tailgate ..................£182.10Classic..............................................£183.75Cortina Mk 1 & 2..............................£132.85Escort Mk 1 & 2 ...............................£141.75Escort Mk 2 with RS spoiler ............£176.95Escort Mk 3 Tailgate ........................£139.30Escort Mk 5 Tailgate ........................£190.60Fiesta Mk 1 & 2 Tailgate ..................£139.30Sierra Mk 1 Tailgate .........................£168.00

Boot Lid Shell OnlyNo Inner Frame or Fixings)100E...................................................£64.50Anglia 105E........................................£67.75Capri Mk 1 .........................................£69.50

Capri Mk 1 with spoiler....................£110.25Capri Mk 2 & 3 Tailgate ....................£99.75Classic..............................................£110.25Cortina Mk 1 & 2................................£84.00Escort Mk 1 & 2 .................................£66.15Escort Mk 2 with spoiler .................£102.95Escort Mk 3 Tailgate ..........................£99.35Fiesta Mk 1 & 2 Tailgate ....................£95.35Sierra Mk1 Tailgate ............................£99.35

Body KitsCapri MK 1 Broadspeed ................£1,000.00Capri Mk 2 & 3 Cartel / Profile.........£590.00Capri MK 2 & 3 X pack ..................£700.00Capri Mk 2 & 3 3001.......................£830.00Escort Mk 2 X pack ................ from £450.00Escort Mk 2 Rs 2000 to Rs 2001 ..................................................................from £470.00Escort Mk 3 DR3 Rally .....................£540.00Escort Mk 3 Gennini Cosworth ........£710.00Escort Mk 3 Turbo ............................£505.00Escort Mk 4 Illusion Cosworth ......£1,550.00Escort Mk 4 Gennini Cosworth ........£775.00Escort Mk 4 Wide Arch.....................£850.00Escort Mk 5 / 6 Cosworth (for road car) ................................................................£980.00Escort Mk 5 RS style........................£435.00Escort Mk 5 RS 2000 .......................£350.00Fiesta Mk 1 X pack ..........................£400.00Fiesta Mk 1 XR2...............................£295.00Fiesta Mk 2 Wide Arch ....................£915.00Fiesta Mk 2 XR2...............................£405.00Fiesta Mk 3 Wide Arch...................£900.00Fiesta Mk 3 Turbo ............................£610.00Sierra Mk 1 X pack ..........................£870.00

Wing ArchesCapri Mk 1 Bubble (4) ......................£110.25Capri Mk 1 RS 3100 (4)......................£83.50Capri Mk 1 Cologne (4) ....................£310.00Escort Mk 1 Mexico front (2) .............£43.25Escort Mk 1 Mexico rear (2) ..............£43.25Escort Mk 1 Works (Bubble) (4) .......£110.25Escort Mk 2 from .............................£110.25Fiesta Mk 1 & 2 Rally Arches (4)......£128.25Sierra Mk 1 Cosworth (3 door).........£235.00Sierra Mk 1 / 2 Cosworth (5door) ....£270.00

Front SpoilersEscort Mk 1 RS 1600 / 1800 Mexico .£56.65Escort Mk 2 Mexico ..........................£75.60Escort Mk 2 Mexico with air slots ....£86.20Capri Mk1 narrow (60 mm deep).......£56.00Capri Mk 1 Deep (120mm deep).......£63.00

1 wing £10.50. 2 wings £11.50. Bonnet or boot £15.00. Bodykit £45.00.

Andy’sAutoBodyRetroFordSpecialist

with over 20 years experience & workfeatured in Fast Ford & Classic Ford magazine.

Car park dents to concours • respraysrestorations • custom work • show cars

fabrication • body kits- no job too large or small.

Unit 13 Castle View Business EstateGas House Road, Rochester Kent ME11PBt: 01634 818442 m: 07834226246e: [email protected]

www.andysautobody.co.uk

Group 4 Components – Competition Engine and GearboxComponents – Alloy Wheels and Competition Tyres – Upgraded

Suspension and Brake Kits – Motorsport Safety Equipment –Competition Axel and Gearbox Builds/Rebuilds.

www.westwalesrallyspares.co.uktel: 01559 363731 email: [email protected]

Unit 11 Parc Menter, Llandysul, Ceredigion SA44 4JL

Specialists In Group 4 Components

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RWD MotorsportBritish Engineering at its best

www.rwdmotorsport.comtel: 01282 863286 email: [email protected]

Quality engineeringwithout compromise.

Frombellhousings, andgear kits, to clutches andmanifolds, RWDMotorsporthave over 20years experienceof producing the highestqualityparts for rearwheeldrive competition andfast road cars.

Call us noworvisit ourwebsite formore information.

wwwwwrwdmotorsp

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Granadas are enjoying a renaissance at the moment, so it’s only fair that we ride the wave generated by Ford’s brilliant barges and bring you this fi ne pair of modifi ed examples.

Kicking off with the iconic Mk2, we’ve done the decent thing and created a coupe — something that Ford never even tried in concept form, despite the Mk1 version being a big success in the looks department.

The reprofi led rear roofl ine shouldn’t be too much work for a decent body guy, and the Mk3 Capri tailgate would provide the ideal framework for the rear hatch, albeit with some tweaking. Elsewhere, it has to look factory, so other than a change of colour to more subtle metallic grey, and those very concept-car 17 inch versions of the TRX alloys, this Mk2 is indeed, as Ford intended... only it’s a fake!

FOR SALE ON: www.oldskoolford.co.uk‘Mk2 Granada 2.8 Ghia X auto, Mot, original Ford radio, £2800’

illustrations:

Simon Coulson

Project Cars you should buy - and modify!

stock front endCapri tailgate

coupe’d roof

If, like us, you’re always perusing the internet for ideas, then you’ll already be familiar with the Japanese VIP style, and the Mk3 is perfect for this treatment. Acres of gloss black paint to cover the metal and plastic, clear indicators and side repeaters, and maximum lows courtesy of airbags (or custom coil-overs for the brave). The VIP style is all about big, polished aluminium, fl atfaced wheels so we’ve chosen a set of Keskins (actually a Euro wheel, but the style is bang-on) to sit under the standard arches.

Inside, the Scorpio leather will do just fi ne, though a few diamante additions wouldn’t go amiss, along with some fake walnut and dash-mounted trays (sourced from Japan, naturally). Finally, we need something big, lazy and Japanese under the bonnet — how about a Supra straight-six motor? 2JZ, yo! Quite.

(actually a Euro wheel, but the (actually a Euro wheel, but the style is bang-on) to sit under style is bang-on) to sit under style is bang-on) to sit under style is bang-on) to sit under the standard arches. the standard arches.

Inside, the Scorpio leather Inside, the Scorpio leather Inside, the Scorpio leather Inside, the Scorpio leather Inside, the Scorpio leather will do just fi ne, though a few will do just fi ne, though a few will do just fi ne, though a few will do just fi ne, though a few will do just fi ne, though a few diamante additions wouldn’t diamante additions wouldn’t diamante additions wouldn’t diamante additions wouldn’t diamante additions wouldn’t diamante additions wouldn’t diamante additions wouldn’t diamante additions wouldn’t diamante additions wouldn’t diamante additions wouldn’t diamante additions wouldn’t diamante additions wouldn’t go amiss, along with some go amiss, along with some go amiss, along with some go amiss, along with some fake walnut and dash-mounted fake walnut and dash-mounted fake walnut and dash-mounted fake walnut and dash-mounted fake walnut and dash-mounted trays (sourced from Japan, trays (sourced from Japan, trays (sourced from Japan, trays (sourced from Japan, trays (sourced from Japan, trays (sourced from Japan, trays (sourced from Japan, trays (sourced from Japan, trays (sourced from Japan, naturally). Finally, we need naturally). Finally, we need naturally). Finally, we need naturally). Finally, we need something big, lazy and something big, lazy and something big, lazy and something big, lazy and Japanese under the bonnet — Japanese under the bonnet — Japanese under the bonnet — Japanese under the bonnet — Japanese under the bonnet — how about a Supra straight-six how about a Supra straight-six how about a Supra straight-six how about a Supra straight-six how about a Supra straight-six how about a Supra straight-six how about a Supra straight-six how about a Supra straight-six how about a Supra straight-six how about a Supra straight-six how about a Supra straight-six how about a Supra straight-six motor? 2JZ, yo! Quite.motor? 2JZ, yo! Quite.motor? 2JZ, yo! Quite.motor? 2JZ, yo! Quite.

gloss black paint to cover gloss black paint to cover the metal and plastic, clear indicators and side repeaters, and maximum lows courtesy of airbags (or custom coil-of airbags (or custom coil-overs for the brave). The VIP overs for the brave). The VIP style is all about big, polished style is all about big, polished aluminium, fl atfaced wheels so aluminium, fl atfaced wheels so aluminium, fl atfaced wheels so aluminium, fl atfaced wheels so we’ve chosen a set of Keskins we’ve chosen a set of Keskins (actually a Euro wheel, but the (actually a Euro wheel, but the style is bang-on) to sit under style is bang-on) to sit under style is bang-on) to sit under style is bang-on) to sit under the standard arches. the standard arches.

Inside, the Scorpio leather will do just fi ne, though a few

FOR SALE 0N: www.retro-rides.org

‘Granada Scorpio 2.9 auto, 1987, needs work to sills otherwise bodywork very good, £750’

saloon version

tuck!

wagons work, too

air suspension ssr vienna kreis wheels

www.midlandwheels.comCornwood Farm, Napton Road, Stockton, Warwickshire CV47 8HU Fax: 01926 817784 Email: [email protected]

Telephone:

01926 817444

D1

NEW - RS 4 Minilight - 13”

Minilight - 15” Superlight - 13”RS 4

Minilight - 13”

5.5x13”Colour: Black

5.5x13”, 6x13”, 7x13”Various Colour Options

Available

7x13”, 8x13”, 9x13”Colour: Silver All Over

6x13”Colour: Black Machined

5.5/ 6 / 7/ 8 x15”Various Colour Options

Available

7x13”, 7x13” Mk2Various Colour Options

Available

From:£89.90

£89.90 From:£78.55

From:£66.25

From:£78.55

From:£92.28

From:£66.25

5.5x13”7x13”

5.5x15”

6x15”7x15”

8x15”

9x13”

8x13”

6x13”

7x13”

7x13”

7x13” Mk2

Revolite

Rally Special

7x13”Colour: Black

7x13”Colour: Black

From:£78.55

Price£78.55

Price£78.55

Minilight 14”Starmag

InformationUK Mainland DeliveryPrices: Set of 4

Wheels Only £17.87Wheels & Tyres £22.98

Contact our sales team or use ourwebsite for carriage charges for allareas outside UK Mainland.

* Any car modifications must beadvised on purchase.

Please see website for T&C’s ** All prices include VAT @ 20% ** STOCK SUBJECT TO AVAILABILITY *

7x13”, 7.5x13”Colour: Black Machined

7x13”

7.5x13”

classic ford uk_january_2015

Documents

eachescort mki mkii

rear bumpers

escort mki new avo type

mki andmkii escort sparesover

escort mki headlining

new exhaust

escort mkii rs2000 inner

fiesta mk1