Guide: AVO's Last Hurrah - a Historical & Technical Appraisal of the Ford Escort Mk1 RS2000
BACKGROUND
Launched in November 1970, the Mexico enabled Ford customers to purchase a high performance Escort at a much lower price than the soon-to-be discontinued 110bhp Twin Cam and its effective replacement, the 115bhp Cosworth BDA-engined RS1600.
Built around the same reinforced Type 49 bodyshell as its much more expensive siblings and similarly assembled at Ford’s Advanced Vehicle Operations plant in Aveley, Essex, the Mexico most notably differed on account of its comparatively cheap-to-produce Kent crossflow overhead valve motor that pumped out a nevertheless pretty respectable 85bhp.
During its first two years in production, several thousand Escort Mexicos were sold as the entry level machine became the car of choice for boy racers and clubman competitors alike. However, what many customers really wanted was a sporty Escort with Ford’s two-litre overhead cam Pinto engine as introduced on the Cortina 2000 GT that had arrived on the scene a month before the Mexico’s introduction.
Conceived to replace the Essex V4 motor, the Pinto was offered in 1.3, 1.6 and 2-litre trim with the top-of-the range 1993cc iteration offering significant tuning potential well beyond the 99bhp it produced straight off the showroom floor. It was thought an Escort equipped as such would offer performance almost on a par with the RS1600, but with purchase and running costs more akin to a Mexico.
Accordingly, in June 1973, Ford introduced the new Escort RS2000 which was subsequently given a public debut at the Frankfurt Motor Show in September.
Like the Twin Cam, RS1600 and Mexico, RS2000 production took place at Ford’s AVO plant with each car based around the fabled two-door Type 49 shell which had been specially enhanced for these kind of high performance applications.
As per the Mexico, the RS2000 (originally to be dubbed the Puma) was homologated into the FIA’s Group 1 category which required a production of 5000 units within a twelve month timeframe. Intriguingly, there was undoubtedly some funny business on Ford’s part as the company claimed production had begun in March 1973 (three months earlier than in reality) and that the 5000 cars required for Group 1 had been completed by November ‘73.
More truthfully, a little over 2000 examples had been assembled by this point, but the RS2000 was nevertheless approved for Group 1 competition use and went on to have a successful career albeit predominantly as a privateer as opposed to works machine.
UK market examples were available from October of 1973 as the first circa 2000 units were completed in left-hand drive trim, predominantly for export to Germany.
ENGINE / TRANSMISSION
The inline four cylinder Pinto motor was developed as Ford’s mid-range engine for the 1970s and was still in use as late as the early 1990s.
Based around a cast-iron block and head with an aluminium alloy sump, belt-driven single overhead camshaft, two valves per cylinder and wet-sump lubrication, the two-litre version made its debut in the Mk3 Cortina 2000 GT which was the flagship of Ford’s Cortina line.
Although it offered significant technical advancements compared to the existing Kent power unit, the Pinto was a comparatively bulky motor which meant, in order to fit into the Type 49 shell, it had to be specially adapted by way of a thermostatically-controlled Kenlowe fan as opposed to the original engine driver arrangement.
Otherwise though, the Cortina 2000 GT and RS2000 power units were identical.
Displacement was 1993cc thanks to a bore and stroke of 90.82mm and 76.95mm respectively.
With a single Weber DGAV 32/36 sidedraught carburettor and 9.2:1 compression ratio, peak output was 99bhp at 5750rpm and 107lb-ft at 3750rpm.
For comparison, the Mexico produced 85bhp at 5500rpm and 92lb-ft at 4000rpm while the much more expensive RS1600 developed 115bhp at 6500rpm and 110lb-ft at 4500rpm.
Instead of the Type 3 2000 E Cortina gearbox fitted to the Twin Cam, RS1600 and Mexico, the RS2000 used Ford’s Type E four-speed single rail gearbox which featured a cast iron maincase and an aluminium alloy tail housing. Transmission was through a hydraulic single-plate clutch and open differential.
Whereas the Cortina 2000 GT used a 3.44:1 final drive, a higher 3.54:1 ratio was adopted for the RS2000.
CHASSIS
Like the Escort Twin Cam, RS1600 and Mexico, the RS2000 was based around Ford’s special Type 49 pressed steel bodyshell which was itself an uprated and stiffened iteration of the Type 48 variant used by the two-door 1300 GT. Like every Mk1 Escort, the RS2000 had a 2400mm wheelbase and rear-wheel drive.
The Type 49 shell came with inner wing strut towers that had small flitch plate strengtheners and a wing-rail-to-strut-top strengthener on the top of the strut tower. The front suspension top plates had a double skin spot welded in place.
In terms of the floor, the centre and rear exhaust hangers were modified. The back of the floor had axle tramp bars mounted to it. Rear spring hangers were of the skidded type. Provision for a stone deflector was added underneath the boot floor but, in the case of the RS2000, the actual deflectors were never bolted in place.
Offset engine mounts were used that pushed the nose of the engine towards the left-hand side of the car (a hangover from the Twin Cam’s wide Lotus cylinder head with its pair of sidedraught Weber carburettors that fouled the right-hand side inner wing). For similar reasons, the brake and clutch master cylinders were mounted on the front bulkhead.
Type 49 shells also received modifications to the gearbox tunnel with the gear lever cavity moved further back and a supplementary plate welded in place.
By the time the RS2000 made it into production, the battery (which had originally been housed in the left-hand side rear fender) had been moved into the engine bay.
Located in the trunk was a 9 gallon (40.9-litre) fuel tank.
Independent front suspension was via coil springs with Capri-sourced MacPherson struts and track control arms. Ford also added an anti-roll bar.
The back end employed a live axle with semi-elliptic leaf springs, radius arms and double-action telescopic dampers. The biggest change compared to the 1300 GT was the Type 49’s adoption of different radius arms which were essential to keep the beefier rear axle in position.
Like its predecessors, the RS2000’s hydraulically-operated and servo-assisted brake system ran 244mm discs up front and 229mm drums at the rear.
5.5 x 13-inch wheels were once again fitted all round. Standard issue in most markets were grey-painted steel rims but some cars automatically came with Ford’s alloy four-spoke RS items.
BODYWORK
In a similar fashion to the Twin Cam, RS1600 and Mexico, the RS2000 featured a handful of tell-tale details that helped to differentiate it from the rest of the two-door Escort range.
At the front, Ford fitted a special two-piece front bumper that allowed increased airflow to the engine bay.
A black instead of natural alloy front grille was installed and all four wheelarches were subtly flared.
Otherwise, aside from the wider than normal wheels, the only external change were RS2000 badges affixed to the boot lid and front fenders.
INTERIOR
Inside, the RS2000, Mexico and RS1600 were identical to one another in terms of the basic cockpit architecture although slight differences were to be found when it came to the instrumentation and general specification.
Behind the satin black RS-branded leather-rimmed three-spoke sports steering wheel was an oval six-gauge oval binnacle with a matching satin black fascia.
As per the Mexico, a large 7000rpm rev counter and matching 130mph speedometer were used instead of the 8000rpm and 140mph items fitted to the RS1600. These were once again flanked by a cluster of four smaller read outs (fuel, oil pressure, water temperature and battery charge).
Upholstery was a mix of fabric, vinyl PVC and carpet.
Early left-hand examples frequently came equipped with desirable Scheel bucket seats while right-hand drive variants were normally fitted with Ford’s own RS-branded seats.
Either way, the Custom fabric interior upholstery offered as an option on the Mexico was usually standard issue on the RS2000.
Other standard equipment included wind-down windows, a heater / de-mister, two-speed wipers with non-lift blades, sun visors and an ashtray.
As usual, the windscreen washer control was a foot-operated button mounted on the floor to enable the driver to keep both hands on the steering wheel.
OPTIONS
New optional extras available on the RS2000 included metallic paint and a special broad-stripe decal kit for the flanks, hood and trunk lid.
Customers could also enhance their car with flared wheelarches, Rallye Sport alloy wheels, Bilstein front struts and rear shock absorbers, spot lights, a limited slip differential, smaller-type pinstripe decals, a Webasto sunroof, a push-button radio, faux wood cockpit trim, head rests, a centre console with oddments tray, a vinyl roof, a cigar lighter, a map reading light and opening rear quarter vents.
Two stand-alone Packs were also offered: the Rallye Pack and Race Pack.
The Rallye Pack included a full roll cage, safety harness front seats, a fireproof rear bulkhead, a sump shield, Bilstein front struts and rear shock absorbers, an oil cooler, battery isolator switches and a map reading light.
The Race Pack included a full roll cage, full safety harness front seats, an oil catch tank, Bilstein front struts and rear shock absorbers and battery isolator switches.
Meanwhile, through the AVO Special Build programme customers to choose from the full range of competition upgrades direct from the factory in order to create what Ford variously dubbed an International Rally car, Club Rally car or Hi-Series Street car.
The list of potential upgrades was extensive. It included: four seven-inch spot lamps complete with plastic covers (two driving lights and two fog lights), uprated front springs with heavy-duty top mountings, dual gas/oil dampers, stone guards for the spot lights, a magnesium alloy sump shield, off-road tyres, a heavy duty front chassis crossmember, a heavy duty rear axle assembly, heavy duty rear axle shafts and bearings, a rear axle cooler kit, a rear axle diff protection shield, a front strut brace, thicker stabilising mounts, reinforced lower suspension arms, uprated front hubs, rear disc brakes, larger diameter brake discs with uprated calipers, alloy wheels, a magnesium alloy sump shield with mounting bar, a five-speed ZF gearbox, a magnesium alloy bellhousing for the five-speed ZF ‘box, a twin or triple-plate clutch, a steel flywheel, a wheelarch extension kit, a fibreglass hood and trunk lid, lightweight doors (a mixture of steel and aluminium), plastic side and rear windows and a competition-spec. four-gauge instrument cluster.
WEIGHT / PERFORMANCE
At 914kg the RS weighed in at 63kg more than the Mexico (851kg) and 129kg more than the RS1600 (785kg)
Top speed was 110mph while 0-62mph took 9 seconds flat.
PRODUCTION CHANGES
During 1973 some subtle changes were made to the rear suspension layout.
END OF PRODUCTION
Officially, Ford built 5334 examples of the RS2000. These were constructed between July 1973 and January 1975 when the AVO plant in Aveley closed its doors although some cars are also believed to have emerged from the Saarlouis plant in Germany.
In addition to the rumours of German-built RS2000s, there is some dispute over the actual production number with some sources having stated that only circa 3500 cars were completed which would have been well below the 5000 car homologation requirement for Group 1...
COMPETITION HISTORY
Despite its smaller engine, Ford generally preferred the more radical RS1600 for its official competition exploits with the Mk1 Escort which meant official outings for the RS2000 were limited.
Only three works RS2000s were ultimately built. The first car (registered AOO 674L) was most used to win the 1973 Mintex Dales Rally (Roger Clark / Jim Porter) while in 1974 sister cars PVX 445M (Clark / Porter) and PVX 446M (Gerry Marshall / Paul White) were driven to a famous one-two finish on the 1974 Avon Tour of Britain.
Elsewhere, the RS2000 forged a long and successful career as a fast, tough and reliable privateer mount for rallying throughout the 1970s.
Text copyright: Supercar Nostalgia
Photo copyright: Ford - https://www.ford.com
