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: ‘New Anglia’ and ‘New Prefect’ models were certainly that. Even the old sidevalve engine was new while unitary construction and MacPherson struts were quite cutting edge for this class of car. Aside from the sharp suited two and four-door saloons, there was the Escort and Esquire van-style estates. When the 105E came along in ’59, ohv Anglia-powered two-tone Prefects (107E) were introduced while new Popular retained the side valve unit. Both were made up to 1962.

PRESENT: Better than Perpendiculars of course, although they lacked charming character, 100Es make cheap,cheerful classics and easily uprated with ‘60s Ford mechanics. Estates and vans are very practical.

FUTURE: It seems that good ones are being increasingly snapped up by young modifiers but prices remain lowly and even top cars struggle to make it to £2500. Novelty value only perhaps but they make a good cheap classic.

PAST: Big brother to the Anglia yet the design failed to impress, so these are now rare finds, not least as car only ran for a couple of years. Launched in 1961, Classic was also available in four-door form (and a very rare estate). Capri was a sleek 2+2 that was really fast for its day in now sought after 1500 GT guise. All dropped to make way for far more popular and appealing Cortina range.

PRESENT: A backwater car for Ford but one that has its merits. Heavy and solid, its oozes style and character of the Anglia but with more practicality. Once unloved Capris now look superb! Basic 1340cc engine (stretched 1200) can snap cranks but beefier 1500 provides adequate pace and many cars had disc brakes, too.

FUTURE: No real value as of yet and it’s certainly not worth restoring a shed – but who knows, the Classic may well live up to its name, one day… Parts okay, apart from body and trim panels.

PAST: A whimsical term to describe the earliest post war saloons, dating from the faithful Model Y of 1932 and the ‘New Eight’ (7Y) five years later. In 1939 the 7Y was replaced by the EO4A Anglia. The Prefect arrived (E93A) in ’38. Mildly updated models appeared after the war with the Anglia evolving into improved E49A guise along with the revamped Prefect (E493A). These ranges were long lived and only ousted by the start of the 100E range in 1953 with the ‘sit up and beg’ Popular surviving until 1959 – the year the evolutionary Mini came out!

PRESENT: Really, you have to like old cars to appreciate these Fords for what they are; charming quaint plodders. The SV engines have good low speed pull but three-speed gearboxes only. Handling is what you’d expect from this era.

FUTURE: These cars have always sold for a pittance and even top examples are unlikely to break £3000. It’s unlikely to change for a good many years.

The welcome arrival in 1953 of the freshly styled 100E ‘New Anglia’ and ‘New Prefect’ models helped change Ford’s image. Featuring unitary bodywork construction and new fangled independent front suspension, 100E retained sidevalve power and a three-speed gearbox. Although the 1172cc motor had a capacity identical to that of the earlier 10hp Fords, it was fully re-engineered. In 1959 the Anglia and sidevalve Prefect gave way to the more basic two-door Popular and a new, overhead valve Prefect. Designated 107E, the much nippy newcomer used the allnew ‘oversquare’ engine from the new 105E Anglia. Good, cheap, fun classics.

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.