Ford Escort Mk3, 40 Years Ago Ford Announced The New Front Wheel Drive Hatch
40 years ago Ford announced the Mk3 replacement for the Escort. This time it was going against the tradition of a rear wheel drive saloon with the front wheel drive hatchback. This wasn’t popular with traditionalists, but it turned out to be a wise move.
The Mk3 was awarded the European Car of The Year in 1981and in 1982 it went on to outsell the Cortina by as Britain’s biggest selling car overall. This was to be the beginning of an unbroken 8 year run. No mean feat and highlighted the appeal of the mid-size family car.
It wasn’t all good news as the car was thoroughly modern at the time of launch, except for the old pushrod style engines of the base model. These weren’t exactly new and have that familiar rattle at idle. The Kent based ‘Valencia’ engine was shared with the Fiesta at the time.
Ford started work on the replacement Escort as early as 1974. Known as project Erika the development costs reached £500 million. Being a completely new design, it wasn’t going to be as cheap as before. The Mk2 Escort essentially being a restyled Mk1. This was the first Escort to have independent suspension all round and getting new transverse overhead Valve engines known as the CVH range. CVH standing for Compound Valve Angle Hemispherical Chamber. Not Coarse, Vibratory and Harsh as it is sometimes uttered by those who weren’t fans.
Ford Germany came up with the styling whilst Britain were responsible for the running gear. For other Anglo German collaborations have a look at this article.
The range initially consisted of the Popular, L, GL, Ghia and XR3. Four speed gearboxes across all models initially, with a five speed arriving in 1982. An option on some, not on the base model of course. You could have a three speed auto on the 1.6 if you so wished, but these weren’t so common.
The cheapest Popular model costing some £3,374 due to being devoid of any creature comforts. But it’s none the worse for it. You get the car without the adornments added by dealers, in some cases, and certainly the marketing men. You get the pure version of it, with the refinement of the larger car for the price of a high spec smaller car. Thus, the benefits in NVH, ride, refinement can be had. This wasn’t something that was praised on the Escort. Handling and ride were not considered particularly good in contemporary road tests. Neither was the noise.
Car magazine were not kind to the XR3s ‘appalling ride’ and its noise levels. But the new performance version with its 95hp engine topped out at a respectable 112mph, 0-60mph taking around 9.2 seconds, which is pretty decent for the day. The later XR3i from October 1982 added fuel injection and 10bhp. 0-60mph now taking 8.6 seconds and top speed was up to 116mph.
The range grew to include an estate, only available initially in three door variant. I wish they would make more three door estates now, they look rather good. Diesel engined versions, Turbocharged petrol engines and a convertible soon arrived. Of course, a van variant was available too.
The RS Turbo from 1984 creating quite a stir. Turbocharging was all the rage back in the 1980s and Ford came out with a version of their own. With 132bhp and rather attractive styling, the all-white only Escort was one of the quickest of the hot hatches. Top speed of 125mph and 60 coming up in 8.3 seconds. Princess Diana got a special order unique black version.
The facelift arrived in 1986 which the public would know as the Mk4. But there was continual development throughout the Mk3 lifespan. Especially to the suspension, something which the Mk4 didn’t fully address.
A facelift arrived in 1986, which the public would know as the Mk4. But there was continual development throughout the Mk3 lifespan. Especially to the suspension, something which the Mk4 didn’t fully address. There were engine changes for the smallest units with new overhead cam units. A bigger Diesel engine, now up to 1.8 litres, and a new 1.4. More trim levels with the introduction of the LX. Other manufacturers did their own mid-level offerings with letters that could be compared across marques, not just models.
Looking back was the handling and ride really so bad, I don’t think so. The fantastic looking first generation RS Turbo was pure 1980s and all the better for it. But something about a Popular really appeals. the simplicity, four speed gearbox and certainly unhurried nature of its performance. Yes, it might be a bit of a moving roadblock. But if it is possible to get out of the mad rush, and not in a hurry, I think I’d try taking one.
Many thanks to Ford for the original promotional images.
Simon
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