Guide: Ford Escort Mk3 RS1600i
Background
The first RS-badged Ford arrived in 1970 when the Mk1 Escort RS1600 was introduced. Powered by a dual overhead camshaft Cosworth BDA engine, the RS1600 went on to become one of the most successful competition cars of its era.
The Rallye Sport tag was later applied to other high performance Escorts during the course of the 1970s. The subsequent Mk1 RS2000 was followed by a trio of Mk2 derivatives: the RS1800, RS Mexico and second generation RS2000.
The Ford Capri also came in for the RS treatment; the RS2600 and RS3100 spawned a series of lightweight competition derivatives that successfully took the fight to BMW in touring car racing.
To replace the Mk2 Escort, Ford introduced the completely new Mk3 variant in September 1980.
Unlike its predecessors, the Mk3 Escort adopted a front-wheel drive layout. It quickly became the world’s best-selling front-wheel drive design.
To power the Mk3 Escort, Ford used their CVH overhead camshaft inline four cylinder engine. The Mk3 was also notable for its adoption of fully independent suspension whereas the Mk1 and Mk2 had used an old-fashioned leaf spring arrangement at the rear.
Initially available as a three or five-door Hatchback and a two-door Estate, the Mk3 Escort was voted European Car of the Year in 1981.
For 1982, the FIA introduced a new regularity framework for competition cars. The switch was announced well-ahead of time to give manufacturers sufficient opportunity to develop suitable machinery.
The new Group C class was for out-and-out circuit racing Prototypes. Group C had no minimum production requirement and replaced the outgoing Group 6 category.
Group B became the premier class for rallying and a junior category for sports car racing. To qualify, 200 identical road cars had to be built within a twelve month timeframe. Group B effectively replaced Group 4 and Group 5 which had required a production run of 400 donor cars within a 24 month period.
Group A was the new junior class for rallying and the top category for touring cars. As per the old Group 1 category, 5000 road-going variants had to be built within twelve months to achieve homologation.
To compete in the new motor sport classes for 1982, Ford produced a couple of Mk3 Escort-based challengers.
For Group B rallying, the turbocharged and rear-wheel drive Escort RS1700T was created.
For Group A touring car racing, Ford came up with the Escort RS1600i.
The RS1600i was developed in Cologne by the motorsport department of Ford Germany. Production started at the Saarlouis plant in September 1981. It was only available as a three-door Hatchback.
The RS1600i slotted into the Escort range above the existing XR3 which had thus far been the highest performance derivative of the Mk3 available. At a 12.5% price premium, the RS1600i was a significant step up in terms of cost.
Chassis
The RS1600i was based upon the standard Mk3 pressed steel bodyshell which featured a 2393mm wheelbase. Steel body panels were used throughout.
The suspension was revised with a view to competition use.
At the front, Ford employed MacPherson struts, a thicker anti-roll bar, TCA tie rods and a special aluminium crossmember. This enabled the castor angle to be adjusted which was essential for racing. It also reduced the torque steer that was common on powerful front wheel drive cars.
The back end incorporated transverse arms (with reinforced rubber bushes), separate coil sprung dampers and longitudinal tie bars.
Compared to the XR3, the RS1600i came with lower spring platforms and Koni adjustable dampers all round. Ride height was lowered by nearly an inch.
The servo-assisted dual circuit brake system was imported from the XR3. 240mm ventilated discs with single piston calipers were installed at front. 180mm drums were fitted at the rear.
New 15 x 6-inch seven spoke light alloy wheels were unique to the RS1600i. They originally came shod with Dunlop tyres.
A 40-litre fuel tank from the standard Escort was located underneath the boot floor.
Engine / Gearbox
The Ford CVH engine was a water-cooled, naturally aspirated inline four with wet-sump lubrication, a single overhead camshaft and two valves per cylinder. As per every production Mk3, the special LUAE type motor fitted to the RS1600i was mounted transversely.
Displacement was 1597cc thanks to a bore and stroke of 79.9mm and 79.5mm respectively.
The RS1600i’s iron block was imported from the XR3. However, the much-modified aluminium cylinder head was unique to this latest variant. It came with solid tappets, machined inlet and outlet valves (the latter enlarged), a sports camshaft and adjustable valve springs.
Compression was upped from the XR3’s 9.5:1 to 9.9:1.
Whereas the XR3 used a single Weber carburettor, the RS1600i came with Bosch K-Jetronic mechanical fuel-injection. There was also a new intake manifold. The large diameter throttle valve from the Capri and Granada 2.8i was fitted.
The RS1600i was the first vehicle to be mass produced by Ford with electronic ignition.
A free-flow exhaust system further increased potency.
The RS1600i engine was instantly identifiable by virtue of its finned Ford Motorsport valve cover.
Ford quoted 115bhp at 6000rpm, but the engine could safely rev to 7000rpm, which allowed for over 160bhp in Group A trim. The torque rating was 107lb-ft at 5250rpm.
These figures compared favourably to the XR3, which produced 96bhp at 6000rpm and 97lb-ft at 4000rpm.
Whereas the XR3 used a four-speed gearbox, the RS1600i came with a five-speed unit. A special 0.83:1 fifth gear ratio was employed whereas other Escorts that subsequently came with a five-speed ‘box (available from mid 1982) used a 0.76:1 ratio.
Transmission was via a single plate clutch.
Bodywork
Cosmetically, the RS1600i was enhanced with a revised aero pack that comprised a deep front spoiler and twin plane rear wing. Both bits of equipment were left in their natural black rubber state.
A staggered stripe kit was also fitted to every car. The decals were applied to the front lid and down each flank; either black or silver stickers were used depending on the body colour.
The black plastic spats located ahead of the rear wheels on the XR3 were removed.
When combined with the handsome new seven spoke wheels, the RS1600i was easily the best looking Escort available.
Interior
Inside, Ford added Shark Grey velour upholstery, ASS bucket front seats and a larger diameter three-spoke steering wheel with embossed RS logo.
Otherwise, the RS1600i was based on the Mk3 1.6 Ghia.
The grey plastic dash featured a rectangular instrument binnacle directly behind the steering wheel and a modern centre console that joined up with the gear lever.
Instrumentation comprised a 7000rpm tach and 140mph / 220kmh speedometer. In between were small vertical read outs for water temperature and fuel. Above and below these were a variety of warning lights.
The ventilation controls were housed on the left-hand side of the instrument binnacle. Most of the switchgear was located on the knee roll behind the steering wheel.
The audio equipment was located underneath the fresh air vents at the top of the centre console. Below that was an ashtray, a couple of storage compartments and a cassette holder.
Options
Buyers could enhance their car with various optional extras to include a tilt / slide sunroof, electric windows, central locking, tinted glass, opening rear quarter windows, rear seat belts, a three-spoke leather steering wheel, a radio cassette player and an electric aerial.
Circular Carello spot lamps mounted inboard of the headlights were another option along with rectangular Hella fog lights located underneath the front bumper.
The Executive Pack bundle included a sunroof, electric aerial and Ford’s RST 21P radio cassette player.
Not all options were available in all markets and some equipment was added as standard in others. For example, most UK-bound derivatives came with both the Carello and Hella light upgrades at no cost.
Similarly, in some countries, exterior colours were restricted to Sunburst Red, Caspian Blue, Strato Silver, Diamond White, Black and Graphite Grey.
Weight / Performance
The RS1600i had a kerb weight of 975kg, a top speed of 119mph and 0-62mph time of 8.7 seconds.
Production
The first continental road tests appeared in the summer of 1982. Availability was limited to left-hand drive markets for the first year.
Owing to the car’s popularity, a right-hand drive variant was subsequently offered. Ford Advanced Vehicle Operations in Boreham made a series of minor tweaks so the RS1600i would meet the legislative demands of Great Britain.
Homologation was approved on January 1st 1983. However, a few weeks later, Stuart Turner was appointed as Ford Motorsport’s new boss and the RS1600i programme was effectively abandoned in favour of the new Sierra Cosworth.
Production ended in July 1983.
By this time, 8659 examples had been built, 2600 of which were sold in the UK.
Competition History
In competition, the RS1600i saw limited use.
Perhaps the most successful outfit to run the car was Richard Longman Racing in the UK. During the course of the 1983 and 1984 seasons, Longman and his team-mate, Alan Curnow, won ten British Saloon Car Championship races in their Royal Mail Datapost-backed cars.
In 1984, Longman was Class C champion and only missed out on the overall title by seven points.
The team also took back-to-back European Touring Car Championship Division 1 honours at the Silverstone Tourist Trophy events in 1983 (Longman and Rex Greenslade) and 1984 (Longman and Curnow).
Text copyright: Supercar Nostalgia
Photo copyright: Ford - https://www.ford.com
