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.

In 1961 Ford replaced the longrunning 100E Commercial range with the 105E 5cwt and 7cwt Vans. Compared with the 100E the105E offered a very welcome four-speed gearbox and electric wipers and power was from the Anglia’s 997cc engine in either low (35bhp) or high (40bhp) compression format. The 5cwt was distinguished by the plain radiator grille of the Anglia Standard. Rearwards from the bulkhead, the vans were completely different from the saloon - even the doors and windscreen were unique to the van, a fact that would-be restorers might like to bear in mind! In over six years of production, modifications were few as the basic 105E formula was so successful and well over 100,000 had been constructed by late 1967 and used by ice-cream vendors and county constabularies alike. From mid-1965, they sadly lost their lovely ‘Thames’ badges. Restoring one may be a problem – but with a GT under the bonnet…

Incredible to think that the original Fiesta is now 30 years old and today unmodified early sporting Fiestas are now very rare. Purists prefer the original 1300S from 1977 with its ‘beach stripe’ upholstery and the same twin choke Weber engine as found in the Escort 1300 Sport but the 1981 XR2 was fitted with the evergreen ‘Kent’ 1599cc GT engine. The Mk1 XR2 had a top speed of 105mph, plus those vital driving lamps, side decals and “pepper pot” alloy wheels to let all other Fiesta owners know its high status. When the Mk2 version debuted in 1984 the car was a good deal heavier than the original but the suspension was tauter and the engine was sourced from the Escort XR3 - the XR3i engine was not fitted in case it took away Escort sales! By the time the Mk2 ceased production 10 percent of all Fiestas sold were XR2s but they are now vanishing or rotting away fast…

PAST: Launched in ’72 to replace disliked Mk4 Zephyr/ Zodiac range, the Consul and posher Granada ranges couldn’t be more different. Only the engines were carried over on this attempt to move upmarket. V4 dropped for Pinto 2-litre power early in ’75 while downmarket Consul name fell before ‘76; Granada S replaced Consul GT with sportier chassis. Plush Ghia models topped by sleek V6 Coupe in 1974.

PRESENT: A world away from soggy old Mk4s, all drive well with good pace from V6s and decent refinement, especially from GXL and Ghias. V4 rough but flexible, opt for later Pinto power as parts easier to obtain.

FUTURE: If anything, it’s the Consul GT that’s the most hankered for (thanks to The Sweeney) and there’s so few left. All remain cheap buys, even the rare Ghia coupes, ruling most restoration projects out. Estates are particularly sought after as daily workhorses.

PAST: What went wrong? Launched in spring ’66 the new range of big Fords bristled with advanced features such as Vee engines, independent rear suspension and all round disc brakes. Sadly the car was under developed, meaning hasty revises by ’68 with a returned suspension and steering. Zodiacs always wore four on the floor gearshift and, post Oct ’67, power steering. Oddball styling saw conventional grille for Zephyr 6 at the same time. A poor seller, by ’71, sales fell two-thirds and the Granada didn’t come soon enough for Ford!

PRESENT: One of the last great big barges the Mk4 is all about space and comfort although the Zodiac is a smart performer. Handling is wonky with just driver aboard, though never dangerous if on good, wider radial tyres.

FUTURE: The next sleeper classic? Okay, so it has none of the charisma of earlier big Fords but the Mk4 has its merits and prices are criminally cheap. Buy now!

PAST: Replacing the Mk3 for 1977 it seemed that the days of the Mk2 style had retuned again with the more upmarket Mk4. Few mechanical changes but new swift 2.3 V6 option turned Cortina into a classy cruiser while S and S packs took over from dedicated GT versions. Clever reskin for 1980 saw car called ‘Cortina 80’ but better known as ‘Mk5’ with well equipped Crusader seeing this great name out in 1983.

PRESENT: Still used as daily drivers, these Cortinas are liked for their simplicity and old school Ford honesty. Lively enough as 1.6 or 2.0 but 2.3 V6 adds speed and smoothness. S pack option usefully tightened chassis after ‘79, but few remain, alas.

FUTURE: Really nice cars are beginning to surface but there’s still little worth in these last of the line Cortinas. Many are pretty ropey and been through the wars, so buy with care. Rare 2.3 V6 S models are worth seeking out.

PAST: The design that redefined the affordable family car arrived in ’62 and was thoroughly conventional, save for clever aircraft design technology employed to cut down weight. Basic when launched with just a 1200cc engine, but the 1500 arrived soon after while a face lift in late ’64 saw a nicer nose, much better dash and the famous Aeroflow ventilation system. GT with 83bhp engine became almost as revered as the Lotus in its day while estates were one of the best around - some as ‘woodies’

PRESENT: So simple yet so effective! A solid performer that’s best in 1500cc guise; the GT best of all. A fine family ferrier with no wasted fat and a big boot. Estates are versatile but optional Woodie effect hard to replicate.

FUTURE: A Cortina cult formed years ago although this hasn’t pushed prices up significantly. Good GTs are hot metal (yet still pretty affordable) and good fun but take a punt on a basic early model if you can’t afford one.

PAST: Launched in ’63 the Lotus Cortina was the Subaru Impreza of its day care of a special twin cam engine, sophisticated rear suspension and alloy body panels. A riot on the road and a winner on the tracks but the car’s fragility caused the simpler GT set suspension to be used by ’65 along with normal bodywork. Mk2 for ’67 saw Lotus name pushed to the background and car simply became known as ‘Twin Cam’.

PRESENT: Still an all time great, the Lotus Cortina is the that stuff dreams are made of. Early A-frame suspension technically the better but GT set up more durable. Mk2 often overlooked due to softer nature but many believe it’s a better all rounder and it’s certainly the more affordable.

FUTURE: MK1s have already reached £20k plus with famous competition ones now six figure purchases. No bargains anymore except for Mk2s and time’s running out on these models. Fakes can even fool the best of us…

PAST: First truly modern Ford with unitary construction and first to wear MacPherson suspension struts. Consul came first in 1950 with posher, swifter smoother 2.3-litre six-cylinder Zephyr the following year. Convertibles surfaced in ’53 – powered on the Zephyr – with the flagship Zodiac launched a year later gaining 3bhp over
Zephyr. Estates made by coachbuilder Abbots of Farnham which the car became known by.

PRESENT: Good old buses, although 1508cc Consul a sluggard; six pot versions far better suited for modern use. Handling is roly-poly but there’s proper brakes. Zodiacs preferred due to name, bit more pep and leather trim.

FUTURE: Prices on the accent for top cars and convertibles; five figure sums now not unknown if really period. Zodiacs always worth the most but don’t shun a
Zephyr or Consul. Parts supply is pretty good although not all MK2 mechanical bits are interchangable.

PAST: Ford’s first fwd design was right from the outset back in ’77 and the Fiesta has proved a massive hit ever since. Apart from Anglia-derived 1100/1300 engines, it’s all new. Sportified but same power S versions for ’78 plus top flight Ghia trim. 1300 Supersport mostly cosmetic, but XR2 (using old Cortina GT unit) was a genuine hot hatch when announced in 1981. Facelift ’83 models saw XR2 use new XR3 1600 power to good effect. Swisher body for ’89 with fuel injection for new XR2i and supplemented by Zetec power and raunchy 132bhp RS Turbo models.

PRESENT: Frugal transport or pocket rocket thrills – Fiesta can still be all things to all people. Nippy, crisp and fun – especially the hot versions – the RS Turbo is a rouge if rapid roughneck that’s grossly overlooked.

FUTURE: Fiestas remain good value. Some nice ones cropping up, too but rust is always a big worry. Early XR2is are not nice at all but RS1800 is, as are Supersports.

PAST: Ford’s brave new Cortina was too bold for many initially but underneath those jellymould looks was a fine car. Launched in ’82 initially as a hatchback or estate, but a saloon (Sapphire) followed in ’87 to woo Cortina fans. XR4i used Granada 2.8i power to good effect but real hot shot was 204bhp Cosworth (1985), supplemented by a saloon and 4x4, as well as an awesome motorsportbased three-door special called RS500.

PRESENT: A good Sierra still impresses with its manners and refinement. Most interest lie with the Cossies, of course, but 4x4 V6s make extremely practical go-anywhere daily drivers.

FUTURE: Naturally the Cosworths are set for further stardom yet there’s still plenty of good value ones around at under £10k – although buy with extreme care. As an outside bet try the XR4i, as interest in this big-winged three-door is starting to gain – ditto V6 4x4s.

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.