Marque: Ford - Company History & Models - Cars By Brand

Ford GB’s first factory-built big estate car – the Zodiacs were always coachbuilt – started production in December 1971. Lesser spec (Standard & L) models were badged as ‘Consul’ until 1975 and the 3-litre engine was only available on Granada badged Mk.1 estate. The Mk.2 of 1977 boasted new engines, with the 2.8 replacing the Essex 3-Litre and the 2.3 replacing the 2.5, a modified grille and dashboard but still the original estate car body. The very desirable Mk.2 Ghia Estate debuted in 1979 and the entire range was mildly face lifted in ‘81. A new five-speed gearbox was introduced in October 1982 and fitted as standard to the 2.8 petrol models and the same year saw the decadent Ghia X with its heated front seats. A 2.8i Ghia X Estate is a very desirable and coveted car and a fine alternative to the BMW 5-series – buy one now before they are all banger raced!

Almost forty-five years on, it’s sometimes hard to imagine just how radical a development the Transit really was to van design; a commercial with the dynamic abilities of a family car. A joint project from Ford of Britain and Germany with styling from Dearborn, the Transit was such a departure from virtually every other European panel van that success was instantaneous. Assisted by the Transit’s US-style vast model line up the vans were offered in long and short wheelbase forms in addition to the pickup truck, minibuses and crew-cabs to name but a few. There was a model to suit all business needs – even crooks who loved them because they were so fast! Initially Transit was offered with the all new Essex V4 in either 1.7-litre or 2-litre form but a Perkins Diesel was also available with a longer bonnet. Disc brakes were offered in 1976, a year before the introduction of the Mk2 line up but by then Ford’s van had earned the ultimate motoring accolade – the name Transit had come to define an entire market sector. It still does.

The factory estate car derivative of the first ‘modern British Ford’ – four-speed gears, electric windscreen wipers and the all-new ‘Kent’ OHV engine – was launched in 1961 in either Standard or De-Luxe trims. The Standard models are recognisable by their narrow radiator grille and truly miserable interior whilst the De-Luxe has extra chrome plus such ‘luxury’ items as a temperature gauge and a passenger sun visor. Mechanically the 105E estate remained largely mechanically unaltered throughout its run, retaining all-round drum brakes and recirculatory ball steering to the very end. All Anglias made after late ‘65 are recognisable by their amber front flashers. Other estate versions of the 105E include the very rare Friary Motors Conversion, which gave a hatchback versatility to the Anglia saloon. The 105E Estate may lack the saloon’s famed ‘Breezaway’ rear screen but it still dominated its market sector.

After the demise of the 105E there was an 18 month gap before the launch of the replacement Escort, a van that brilliantly developed the Anglia’s success. Within two years it was apparently obligatory for every motor parts supplier in the UK to use one – usually like Roger Clark. Power was from the smooth Kent Crossflow engine that had first been seen on the Cortina (1100/1300cc), although Ford’s cunning SVE division could always fit GT or even Twin-Cam units to your van providing you were brave and rich enough. Over the six years production, Ford employed a policy of gradual improvements; post-1970 models have round headlamps and a black radiator grille while the coachwork with its strengthened rear suspension proved so successful that it was transferred virtually unaltered for the 1975 Escort Mk2 revamp where it ran for another five years. A smart civilised hack that drives well, is easy to fix and has huge scope for tuning.

For the motorist who demands a smoother brand of Cortina, the 2.3 Ghia is the ideal choice.A year after the Mk.4 was launched, the 2.3-litre V6 was offered on top models. The ‘S’, with its power steering, alloy wheels and uprated suspension was quicker than the Lotus Cortina and more discreet. The Mk. IV was replaced by the face lifted ‘Cortina 80’ – a.k.a. the Mk. V in late 1979 when the ‘S’ model was discontinued in favour of an S (for ‘Sporting’ wheel/suspension package), available on all models barring the 1300s. A CortinaV6 has a certain sense of style as well as speed and is a sort of cheapskate Savage – but much better developed than Jeff Uren’s fabulous hybrids.

PAST: All new replacement for UK’s favourite (and the Corsair) that’s bigger, brasher and sleeker with new ohc 1600 and 2000 engines and sophisticated independent suspension. Revamp in Oct ‘73 sees facelift plus rear anti-roll bar fitted; various upgrades until range replaced by sharper suited Mk4 in 1976.

PRESENT: More upmarket than previous Cortinas of course but lacked charming earthy character of old. Handling a bit soggy – even on GTs from new – but 2.0 models are as fast as Lotus Cortinas. Very pleasing and user-friendly in flagship 2000E guise, especially if later Sierra five-speed ‘box is installed.

FUTURE: Cortinas recently enjoyed cult status thanks to iconic Life on Mars TV series but prices and popularity have levelled off since and probably have reached their peak. Spares and repairs pose few worries except for certain body and trim panels.

PAST: Introduced in 1962 with Italian-aided styling, thefin-tailed Mk3 is a classic 60s Ford that is fast gaining in value and status. Zephyr 4 replaced Consul with same engine plus overdrive and auto options; sixes still 2.5-litre but revised higher tuned Zodiacs top the ton. Hasty revamp to improve rear seat room sullied Mk3’s early reputation but Executive variant of ’65 was a genuine, roomier Jaguar alternative. Sleek estates still made by Abbots but are now very rare.

PRESENT: Fabulous cruisers and quick in Zodiac guise. Four on the floor gear change option at last although most were relaxing autos. With bench front seat, car is a true six-seater and a great family classic that always looks the part. Zephyrs just as good and not so flashy.

FUTURE: Prices are firming up well, especially for Zodiacs which are most wanted – but don’t turn down a Zephyr 6 though! Most parts still readily available.

PAST: Launched in 1975 (but floorpan fitted to ’74 Mk1s to ease production) as a bigger, brighter retake of original, albeit mechanically same. GTs become Sports and Ghia trim tops range. Mexico now uses 1600GT Pinto unit but loses its old character as does new derated RS1800 so attention shifts to RS2000. Changes over car’s five year run include Kent GT-powered Harrier special edition evoking memories of original Mexico. Popular economy range launched summer ’75 using base trim and economy-tuned engines started an industry trend.

PRESENT: Better all rounders than MK1s, the Mk2 is a super sensible classic. Estates are still well regarded. Base models sluggish – you need 1300 power at least. Most will have been altered and modified by now – usefully so in many cases.

FUTURE: Top RS cars already £10k with ex racing/rally cars around £60k! Mainstream range still good value with Sports nice affordable buys. Originality is becoming harder to find on any model however, unlike the bits.

PAST: Thoroughly logical make over to Mk1 and based on same platform, but with more space, refinement and a softer ride. On sale from late ’66 – with smoother cross flow 1300 and 1600cc engines for ’68 plus a super luxury 1600E was launched in 1967 being GT-based but using Lotus chassis. Ex racer, car specialist Jeff Uren took it a stage further with Zodiac-power calling it a Savage and Ford also made a GT estate. Replaced by Mk3 in ‘70.

PRESENT: Most interest centres on GT, 1600E and Savage models where all three cut it in modern traffic with ease and are acceptably refined but 1600s, and particularly the estates make practical daily drivers. Some Crayford convertibles made.

FUTURE: Many reckon Mk2 lacks character of Mk1, but 1600Es are now fetching serious money. Good club support while spares supplies, especially mechanical bits, don’t pose any problem. A sensible classic.

PAST: Big brother to the Fiesta, the all new Escort of 1980 was a major advance with fwd, ohc engines, and a modern upmarket feel – yet suffered a restless ride from day one. Hot XR3 instantly became a Golf GTi rival especially rare motorsport-orientated RS1600i launched in ’83, by which time five-speed ‘boxes and fuel injection also surfaced along with conventional Orion saloon. RS Turbo in ’84 with significant range facelift two years later, unofficially called ‘Mk4’. Reshell in ‘90 no advancement at all until 1992 rethink with sorted chassis, Zetec engines.

PRESENT: A good daily driver with peppy nature, MK3s are a different animal to Mk2. XR3s/RSs are good fun and cabriolet models will always find a market.

FUTURE: Most have rotted away and fallen into banger category but there’s a growing trend for early XR3s, while really good original RS models are being quickly snapped up. RS/XR trim can be hard to source.

PAST: Replacing the Mk1s in 1956 with much sleeker and now classic jukebox styling, it’s much the same under the skin although larger body makes for better handling and interior room. Consuls now gain 1703cc engine for more urge, ‘sixes’ are upgraded to 2.5-litres and 90mph pace plus there’s overdrive and auto options. Lowline range of 1959 gave a lower, sleeker look with disc brakes optional from 1960, standard a year later. Last Consuls were curiously badged as ‘375’.

PRESENT: One of the best rock and roll saloons, Mk2s are streets ahead of the Mk1 to drive, especially the lusty sixes with relaxing overdrive. Convertibles are style personified and cars fitted with disc brakes are more than preferred over drum set ups! Overdrive is a real boon.

FUTURE: These lovely old Fords are appropriately rising in value, especially the convertibles and will remain so. Parts are okay, although body panels are rarer finds.

PAST: Arguably the best big Ford of them all, the Mk2 was introduced in late ’77 boasting sharp styling, BMW-level sophistication and new standards of quality. V6 engines now German 2.3 and 2.8, the latter also as a potent 160bhp fuel injection unit that was best when tied to Ghia X trim in 1981. Hit and miss reskin in ‘85 but 200bhp Cosworth flagship six years later deserved the hallowed name. Simply known as Scorpio after 1994… along with an ungainly style makeover!

PRESENT: The fact that Mk2s remain on our roads in numbers tells you what an effective tool they still make. Mk3 nicely sorted but feels too big and gaudy against the crisp Mk2 although Cosworth 24V is a cracker.

FUTURE: No real classic worth as of yet, even Cossies remain cheap (usually broken for their engines – for Capris!) Restos are uneconomic on all models but a good estate makes a fine and popular workhorse.

PAST: Introduced the same time as the radical Mini, the orthodox 105E was the one that made the money! Odd reverse rake rear window is now a classic design as is ohv Kent engine – 1200cc for ’63, standard on flagship Super. Very few changes afterwards until it made way for the all new Escort in ’67 although some G-regs are around.

PRESENT: A fine starter classic or learner car and simple fun to drive, repair, restore and modify. Best in peppier 1200cc guise but of course these cars are easily tuned plus are still popular in historic motor-sport. Estates are very useful workhorses as are the vans, which can make good money. Can be used as a urban daily driver.

FUTURE: Still no money-maker despite rarity of good standard models. Genuine ex racers or converted cars (such as Super speed tuned examples) can be worth a pretty penny however. Parts no real problem and club/ specialist support is strong, too.

PAST: A logical, cost effective way to make a cultured Cortina in ’63 and fill the void between it and the big Fords, Corsair was based upon a stretched platform and boasted Ford Thunderbird-like styling. New V4 engines from late ’65 with high style if not so practical estates the following March. In January ’67 a flagship 2000E hit the streets boasting 2-litre V4 power and Zodiac-level luxury. Range culled in ’70 as Mk3 Cortina took over.

PRESENT: A much underrated car, Corsairs are smoother and more comfy than rival Cortinas. V4s are roughnecks however and only the 2-litre ones surpass Kent powered models for pep and refinement.

FUTURE: Apart from the very rare and the rather lovely Crayford convertibles, Corsairs have yet to achieve any classic status. They probably won’t but as an easy going family classic they make a good deal of sense and are certainly rare finds.

PAST: Launched in 1947 the Pilot was almost a Cosworth of its day. Powered by a classic old American 3.6-litre side valve V8 ( known as Flathead Ford), it gave the saloon top performance for its day. The body was a pre-war ‘22hp’ but there was a ‘Woody’ estate and an export only pick-up option (very rare to find). Dropped in favour of the new wave of Zephyr and Zodiacs in 1951.

PRESENT: A hot-rodders delight, that V8 has bags of low speed torque and well suited to its wide-spaced threespeed transmission. The Hydro-mechanical brakes are adequate if in good order and the Pilot makes a great smooth cruiser with lots of room and soft seating although will be a thirsty old thing.

FUTURE: Of all the war rear Fords, the Pilot is the best looked after model. Club support is strong and spares reasonable. In terms of values, prices are now rising for good ‘uns although still cheap enough to snap up.

Making their debut in 1966, the square-cut Mark IV Zephyrs and Zodiacs were very different from the outgoing Mark IIIs and as a result have never caught on. The newcomers featured much larger body shells, new ‘V’ engines and fully independent rear suspension, incorporating coil springs and semi-trailing arms with disc brakes all round (very advanced for its time). The four-cylinder Zephyr was fitted with the rough and ready two-litre V4 motor as used in the Corsair GT, while the six cylinder was the sweeter 2.5 V6. The Zodiac featured a pretty potent 136bhp three-litre V6, and was very well equipped for its price and status. October 1966 saw the arrival of the even plusher Zodiac-based Executive, dubbed ‘the most luxurious car ever built by Ford of Britain’. From late 1966, estate car versions of the Zephyr and Zodiac were produced by coachwork specialists Abbott and Co. of Farnham. Production changes included much vital suspension modifications to improve its skittish rear (March 1967), and the arrival of Deluxe
versions of the Zephyrs (October 1967). The Mark IVs were replaced in 1972 by the new (‘Mark I’) Consuls and Granadas but remain very spacious, comfortable and different… and their lack of popularity will keep prices at rock bottom for many years!

With more angular styling than their predecessors, the Cologne-built Mark II Granadas made their debut in Sep 1977. These new ‘executive’ models - sold in saloon or estate forms - were far more sophisticated than the original and aimed at BMW/Mercedes owners. Engine choices included a 2.1-litre Peugeot diesel unit (not fast, but frugal), the two-litre overhead camshaft Pinto four cylinder, and three V6s - the ‘Cologne’ type 2.3 and 2.8-litre units in carburettor-fed form plus a fuel-injected version of the 2.8, developing a rousing 160bhp and endowing very impressive performance for the time. Trim levels rose via L and GL logos to the range-topping Ghia, in which standard fittings included a tilt/slide sun roof, velour trim, a four speaker stereo system, central locking, electrically operated windows, sports wheels. The range was revised during 1981 and in 1982 the new Ghia X was equipped with air conditioning, electrically adjustable/heated front seats, a trip computer and metallic paintwork. In May 1985, new hatchback Granadas arrived, followed by saloon and estates but the Mark IIs they replaced were always the better thought of and today are very much in demand, especially estates, although Cosworth Scorpios are finding favour due to that famous racing name.