MKIII ESCORT XR3 AND XR3i - Fast Ford

fasttech / BUYING GUIDE / ESCORT XR3 & ’3i / fasttech 

BUYER’S GUIDE 

MKIII ESCORT 

XR3 AND XR3i 

Bursting onto the scene in the ’80s, the XR3, and later 

’3i, made history as the first fwd sporty ’scort and saw 

the birth of the XR legend. 

Words: Blakey 

Photos: Gerard Hughes 

THE 

1980 Escort XR3 

brought the hot 

hatch phenomenon home to 

the UK’s car buying public. 

Based on the recent MkIII Escort 

bodyshell and running the newfangled 

CVH engine it certainly 

captured people’s imagination, 

and what it lacked in technology, 

it compensated for in terms of 

style and image. 

From the outset Ford 

planned to equip the XR3 

with fuel injection but without 

the benefit of close ties with 

Bosch, there was no way 

that the system would be 

engineered in time for the 

scheduled launch. Instead, 

Ford’s engineers were 

instructed to persevere 

with the carburettor-fed 

1596cc engine lifted straight 

from the cooking 1.6 model. 

There was some scope 

though, as in the name of 

economy the 79 bhp engine 

was strangled by Ford with 

one of its Motorcraft Variable 

Venturi carburettors. Replacing 

this with a twin-choke Weber 

DFT and adding a new exhaust 

and manifold, plus a higher 

profile camshaft, upped power 

to 96 bhp, enough to propel 

the XR3 to a top speed of 

113 mph and crack the 0-60 

mph sprint in just 9.7 seconds. 

The 1.6 also donated its 

front disc/rear drum brake setup 

plus its four-speed gearbox, 

which was blessed with a 

lower 3.84:1 final drive to aid 

acceleration and compensate 

for the 14 inch wheels. 

SUSPEND BELIEF 

The suspension followed other 

MkIII Escorts with MacPherson 

front struts and independent 

rear end by means of transverse 

0 1 4 8 FEBRUARY 2006 FAST FORD FAST FORD FEBRUARY 2006 

0 1 4 9


“ Almost at once 

the XR was a 

sales smash.” 

arms with longitudinal links, but 

the springs and dampers were 

vastly uprated. 

Bilstein provided the gas-filled 

dampers and the rear springs 

were of the progressive kind, 

matching those on the Escort 

Spoiler on the front valence 

is unique to the car 

estate, but then progressing to 

double in stiffness as the load 

increased. 

Unsurprisingly, the XR3 handled 

superbly on the flat but the ride 

was bone-shaking on a B-road. A 

Four-dial or ‘cloverleaf’ 

alloys gave the 

XR3 its distinctive 

’80s looks. They’re 

still easy to find 

second-hand 

thicker 22 mm anti-roll bar was 

specified on the front but Ford 

reasoned there was no need for 

any on the back, pointing out that 

60 per cent of the car’s weight 

was sat over the front wheels. 

FORM AND FUNCTION 

Generous grip was offered by 

the 5.5x14 inch alloys, but their 

function was overshadowed 

by how they looked. A key 

component in the XR’s eyecatching 

appearance, the radical 

four-dial wheels were the perfect 

compliment to the XR’s striking 

matt black body extensions. 

These consisted of a rubber 

spoiler that wrapped around the 

wings and front valance, a pair of 

rear arch spats and a large spoiler 

on the rear tailgate. 

They weren’t just for show 

either, keeping the aerodynamics 

down to a figure of 0.375 Cd and 

offsetting the drag from the wider 

rims. To top off the exterior, the 

window surrounds were finished 

in matt black and the door mirrors 

plus the metal sections of the 

bumpers were colour-coded. 

Inside looked cool with stripy 

sports seats and nice touches 

like the two-spoke steering 

wheel, 140 mph speedo and 

internal adjustment for the 

door mirrors. 

SUCCESS STORY 

Almost at once the XR was a 

sales smash and aside from 

a few tweaks it remained 

largely unchanged until spring 

1982, when Ford succumbed 

to pressure and added a fifth 

gear, instantly improving fuel 

consumption and high-speed 

cruising ability. 

But the five-speed box was 

just a taster of what was to 

come for the XR enthusiast. 

Ford decided to continue on 

its quest for fuel injection and 

introduced the Bosch K-Jetronicequipped 

XR3i in October 1982, 

choosing to delete the XR3 at 

the same time. 

Aside from the different badge 

there was little to differentiate 

between the two models, but 

the XR3i was so much more 

than just an added ‘i’. 

INFORMATION 

Body condition is 

all-important when 

looking at a car. You’re 

better off buying one 

with a clean shell and 

knackered engine 

rather than the other 

way round 

HPI 

The majority of early XR3s will need 

some intensive care. So if you’re 

going down the major resto route you 

don’t want to be ploughing time and 

money into an example that’s a 

wrong ‘un as well as rotten. 

Find out if the XR has been written 

off, stolen, or has outstanding finance 

on it by running an HPI check. Cost is 

£39.99 and the Escort can be checked 

out over the phone on 01722 422422 

or online at www.hpi.check.com. 

There can be as much as £2K 

between a tidy XR and a mint one, so 

to make sure you’re getting the latter, 

consider an independent inspection. 

As well as the engine changes, 

the new model featured revised 

suspension, a plusher interior 

with new trim and three-spoke 

steering wheel, plus the 4.29:1 

final drive and larger rear drum 

brakes from the Escort van, the 

former strengthened to cope with 

the XR3i’s higher power output of 

105 bhp. 

Top speed increased to 116 

mph and 0-60 mph acceleration 

was slashed to just 8.5 seconds, 

finally making the Escort a real 

GTi rival. As with the XR3, the 

XR3i proved immensely popular, 

selling over 25,000 alone in 

The RAC will complete an 

Essentials Plus inspection for 

£206.95, or £185.95 for members. 

There’s also the option of the cheaper 

Essentials check, which covers 

structural condition and major 

mechanicals. Contact the RAC on 

0870 5333660 or www.rac.co.uk. 

INSURANCE 

Mark is 22-year-old panel beater from 

Luton. He reckons he’s replaced the 

rear arches on every MkII Astra GTE in 

the land of the Griffin, so for his own 

enjoyment he’s blown £1500 on a very 

nice 1985 XR3i. He keeps the Cat 2alarmed 

XR garaged and he has four 

XR3s came blessed 

with Bilstein dampers, 

though it’s unlikely 

they’ll still be on 

the car 

1983. All things considered, it’s 

surprising then that survivors of 

both models are so thin on the 

ground. But, they are still out 

there if you’re prepared to look 

and now’s your chance to save a 

national icon and bag a bargain 

bit of fast Ford history. 

Just £1000 will secure a tidy 

example of either XR and you 

can rest assured that you’ll 

be enjoying a pure hot hatch 

experience — one where traction 

control and air con are for wimps 

and real men get by with just a 

digital roof clock and a flip-out 

cassette holder. 

years NCB. Mark pays £1289.07 to 

insure his XR3i fully comprehensive or 

£428.47 for third party, fire and theft 

cover. Insurance quote provided by 

www.quotelinedirect.com. 

CLUB 

XR Owners’ Club 

XROC HQ, Cope Place 

Earls Court Road 

Kensington 

London 

W8 6AA 

www.xroc.co.uk 

Ford Escort Owners’ Club 

www.feoc-uk.com 

TECH SPEC 

MKIII ESCORT XR3 

ENGINE 

Type: CVH 

Capacity: 1596cc 

Bore/stroke: 79.96 mm x 79.52 mm 

Compression ratio: 9.5:1 

Max power: 96 bhp @ 6000 rpm 

Max torque: 98 Ibf.ft @ 4000 rpm 

Cylinders: four, in-line 

Cylinder head: cast aluminium 

Block: cast iron 

Installation: frontmounted 

transverse 

Valve gear: two valves per cylinder, 

single overhead camshaft, rockers, 

hydraulic tappets 

Fuelling: single downdraught dual 

choke Weber DFT carburettor 

Induction: single Weber twin-choke 

downdraught carburettor 

TRANSMISSION 

Type: fwd 

Gearbox: four-speed manual 

Internal ratios: 1st, 3.15; 2nd, 

1.91; 3rd, 1.27; 4th, 0.95; reverse, 

3.61; final drive, 3.84:1 

Clutch: 200 mm single-plate clutch 

SUSPENSION 

Front: independent by coil springs, 

MacPherson struts, 22 mm anti-roll 

bar and Bilstein telescopic dampers 

Rear: independent via transverse 

arms with longitudinal location links, 

separately mounted coil springs, 

Bilstein telescopic dampers 

STEERING 

Type: rack-and-pinion 

Lock-to-lock: 3.7 turns 

BRAKES 

System: diagonally-split 

twin-circuits with vacuum 

servo assistance 

Front: 9.4 inch (239.5 mm) 

ventilated discs 

Rear: 7.0 x1.5 inch 

(178x38 mm) drums 

WHEELS & TYRES 

Wheels: four-perforation cast alloys, 

5.5x14 inch 

Tyres: 185/60 HR 

BODY 

Type: pressed-steel monocoque, 

based on conventional three-door 

Escort hatch 

PERFORMANCE 

Max speed: 113 mph 

0-60 mph: 9.7 seconds 


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CHECKLIST 

INTERIOR 

Basic, especially on XR3s, but the inside 

of the Escort is quite hard wearing if it 

has been treated with respect. After 20 

years though it’s inevitable that it will 

have seen some action. 

Usually it’s the seats that will show 

the biggest damage with sagging 

bolsters and torn cloth on the edges. 

Good, replacement second-hand ones 

are hard to find but it’s possible to buy 

a reproduction version of the early 

Laser fabric off the roll from some 

trim specialists. 

TRANSMISSION 

Little more than a beefed-up version 

of an early Fiesta box, the BC-type 

transmission, whether in four-speed 

or overdriven five-speed form, can still 

comfortably cope with the power of the 

XR3 and XR3i. 

The fact that neither XR is particularly 

torquey helps to keep the box alive, but 

years of enthusiastic use are likely to 

have had some impact. Gear change 

quality was never the best, although 

the four-speed is considered to be the 

smoother shifting box, but a sloppy 

action indicates that the linkage is 

shot, while any crunching means 

the synchro is past its best. 

Generally, second and third 

gears lose synchro first. The 

clutch is a pretty puny 8 inch item 

so ensure it engages properly and check 

there’s no slippage by trying to pull away 

in third gear — it’s knackered if the XR 

doesn’t stall. 

Spring ’82-onwards cars 

came with five-speeder 

ENGINE IDENTITY 

In either injected or carburettor form the 1596cc engine is a 

reliable and willing performer. The CVH is more than capable of 

a six-figure mileage but only if it’s been well maintained with 

regular oil changes. 

The hydraulic lifters sludge up, killing the cam first and 

paving the way for accelerated engine wear — a rattle from 

the top end and blue smoke from oil being burnt in the 

combustion chambers are the obvious signs that the CVH 

is about to die. Look out for cambelt changes in the history 

too as if it goes west it’s not unusual for it to wipe out the 

whole engine. 

Both fuelling methods are reliable but think twice about a 

car that’s running a bit rough — the ‘3i’s K-Jetronic fuel 

injection is relatively simple but sorting out any problems is 

best left to the experts, while sound second-hand Weber DFTs 

carburettors are hard to find. Another thing to be aware of is 

that the distributors on XR3is suffer from weak springs, 

leading to full advance coming too early. 

The light coloured Monza trim and 

fleck door panels of later cars are prone 

to staining, but the biggest headache 

will be finding an XR with a crack-free 

dashboard. Over time, exposure to the 

sun causes the dash top to crack and as 

well as being a pain to replace it’s also 

costly — good, used dashes can change 

hands for upwards of £150. 

The plastic door bins of early XR3s are 

also prone to damage and tend to break 

off where they’re screwed into the door 

and onto the trim panel. 

Good trim’s all-important. 

As is a crack-free dash... 

Carb or fuel injection-fed, 

the 1.6 CVH is a good ’un 

BRAKES 

In relation to braking ability versus 

performance, the XR3 and XR3i 

have the best brakes of a sporting 

MkIII Escort. 

Both XR models use a simple but 

effective disc/drum set-up (XR3i 

versions having slightly larger rear 

drums from the Escort van), 

which is 

Perhaps one of the most stolen cars ever, it’s 

essential to thoroughly check the car’s identity. The 

all-important numbers can be found in Ford’s favourite 

places — on the slam panel and under a flap in the 

carpet between the sill and driver’s seat. Look for iffy 

uneven numbers and signs of welding. Find out when 

the significant changes were made and see if they tally 

with the date of registration — five-speed box on a 

1980 XR3, then it’s a retro fit or something’s amiss... 

It may be 20-years-old, but you 

still need to check the VIN plate 

known to be largely reliable. As 

usual though, front discs are prone 

to warping — evident by judder 

through the steering wheel — and 

weeping rear cylinders, which are 

highlighted by brake fluid seeping 

onto the drum’s surface and an 

inefficient handbrake due to soaked 

brake shoes. The good news is that 

all brake components are dirt cheap 

and available from any decent 

motor factors. 

Dampers and springs take a 

beating: check each corner 

Unlike the Series 1, stock 

XR3 brakes were plenty good 

Luxuries? This was all 

you got as standard! 

BODY 

Plenty have been written-off over the years but 

rust is the biggest killer of the XR. The MkIII shell 

can be a real rotter and with the earliest cars 

having just turned 25 years old, it’s rare to find an 

example that hasn’t got any grot. 

Prime spots are the chassis rails and battery 

tray, but check virtually everywhere including the 

inner wings, bulkhead, floorpan, sills and the 

boot floor. Genuine Ford panels are near extinct 

but it’s still possible to get repair sections, 

bumpers and some complete panels from a 

specialist like Hadrian. 

Reproduction decal kits are also available and 

there seems to be a good and steady supply of 

XR bodykit mouldings on eBay. These are 

generally cheap so it’s a good haggling point if 

the car you’re looking at is missing its rear spats 

or only has one section of the front spoiler. The 

Cloverleaf alloys also turn up regularly on eBay 

and don’t cost the earth. 

SUSPENSION 

ELECTRICS 

Not much to worry about really, the 

XR3’s only electrical luxury being a 

roof-mounted LED clock! Early 

XR3s with the optional fogs, central 

locking and electric windows are 

worth paying extra for so make 

sure that these are working 

correctly, if fitted. Don’t forget to 

check their operation on XR3is too, 

which featured much of this 

equipment as standard. 

Check out the underbonnet 

area, and look for frayed wiring 

and botched alarm installs — it’s 

not unusual to find an XR with 

an ancient non-operative alarm 

and immobiliser. 

The XR3 and XR3i handle quite differently. The XR3’s spring rates 

make it superb on smooth surfaces but bumpy on anything else, 

while the XR3i is much more of an all-rounder, handling and 

riding well in all conditions. 

In standard trim a well-sprung early XR3 will look slightly 

nose-up with the rear wheels showing a lot of negative camber 

and the fronts slightly bowed-in. In contrast, an XR3i will sit flat, 

an inch lower, and with no obvious wheel camber. 

Dampers and springs take a beating so bounce each corner 

of the car to check the rebound action and listen for any 

banging or clonking noises that could point to a snapped spring 

— especially if the car proves to be a handful under heavy 

braking and cornering. 

Check around the mounting points of the TCAs too as pre- 

1985 Escorts are known to suffer from the slightest of cracks in 

this area. 


0 1 5 3

BUYING ONE 

Despite selling in their droves, it 

actually seems that buying a decent 

XR3 or ’3i is considerably harder than 

securing a tidy S1 RS Turbo. 

Numbers of the XR have dwindled 

and it’s no surprise. While they are 

sound performers in their own right, 

enthusiasts have generally plumped 

for the aforementioned S1 or the 

RS1600i homologation special, using 

the XR as a stepping stone until 

funds become available for the latter 

models or bypassing it altogether. 

Like the MkII XR2, the XR3 and 

its injected sibling have started to 

amass the mainstream recognition 

they deserve. As always there are 

a few optimistically priced cars, but 

by and large prices for the XRs have 

remained down to earth — even 

in the face of the growing ‘80s hot 

hatch revival. 

Paying for one isn’t a problem, 

but finding an early XR can be. The 

majority are in various states of 

disrepair and these neglected cars 

tend to appear in the usual suspects 

such as Trade-it, Loot and eBay. 

The free classifieds in Fast Ford 

are worth scouring too, although 

the model’s classic status means a 

check of the small ads in sister titles 

Retro Cars and Classic Ford may 

prove more fruitful. 

Good to top end stuff does appear 

in Auto Trader, but a fine place to 

start looking is the classified section 

of the XR Owners’ Club website. 

When we looked the pick of the 

bunch was a 1982 XR3 in original 

condition and finished in Sunburst 

Red. Up for a grand, it wasn’t a 

bargain but to its credit it had never 

been welded and came with a fresh 

MoT and a load of new parts. 

At the opposite end of the 

spectrum the Classic Ford small 

ads unearthed an early 1986 XR3i for £250, 

which had been stood for eight 

years, while eBay listed a couple 

of Sunburst Red XR3 projects, 

eventually selling for £380 and £250. 

The most expensive we found 

was in Auto Trader — a 1985 Cplate 

XR3i with decent history, 

a new MoT and described as 

immaculate. It looked a potential 

show car but the £2500 asking 

price was very strong. 

Auto Trader also revealed a 

late five-speed XR3 with desirable 

options and a recent engine rebuild 

XR3 and MkIII XR3i are 

now bona fide classics 

“Numbers of the XR 

have dwindled.” 

fasttech 

Though they’re still cheap, 

finding a good one’s hard 

for £1750, but our money would 

have gone on a bargain £850 Creg 

XR3i in original condition with 

125,000 miles and long tax and test. 

Look around and buy on 

condition rather than specification 

as, unless you’re highly skilled, 

restoring one will be costly. There’s 

nothing in price between the two 

models but our advice would be 

to opt for either the earliest XR3 or 

the latest and best-equipped XR3i. 

They’ll be great fun and guaranteed 

to appreciate in value. 

There are plenty of examples 

for sale out there, but 

ones like Phil’s don’t 

come around that often 

FAST FORD FEBRUARY 2006 

0 1 5 5

fasttech / BUYING GUIDE / ESCORT XR3 & ’3i / 

...AND FINALLY 

THIS ONE’S MINE 

You need a bit of luck when it comes 

to finding top-notch fast Fords and 

few know that as well as Phil 

Birchall, the owner of this ultra-tidy 

Titan Blue XR3. 

Having a Y-reg XR3i restoration 

project already, Phil wasn’t looking 

for another XR until he stumbled 

across the 1982 XR3 on the XROC 

website a couple of months ago, 

which he just couldn’t resist. In fact, 

it was his mate who saw it first but 

when he passed it by, Phil stepped in 

to snap up the five-speeder for £500. 

“It was a great buy even without 

an MoT,” explains 32-year-old Phil, a 

lifelong fan of all things XR related. 

“The Escort’s had just one lady 

owner, has a full history for its 

102,000 miles, and never been 

welded.” 

HOW MUCH? 

Muck on strut tops is in 

fact Ziebart — good stuff! 

0 1 5 6 FEBRUARY 2006 FAST FORD 

While the majority of surviving 

XR3s need a little tlc from a Mig, 

Phil’s happy to say that there’s not 

even a bubble on it, no doubt having 

something to do with the XR3 being 

Ziebarted from new and still having 

the factory wax protection evident 

on the inner wings. 

Phil’s smitten with the Escort 

and even a busted clutch ratchet 

has done little to dampen his 

enthusiasm, even using the car 

every day while his Escort Si is off 

the road. 

“I can’t say I’m a massive fan of 

the Cloverleafs but the whole car is 

great and I love the shape and 

character of it,” he adds. “When I 

was younger this was the car to 

have and it’s nice that you can work 

on it yourself, there’s no complicated 

chip and if it won’t start then you 

know it’s just a problem with the 

fuel or the spark.” 

Aside from a few period mods, 

Phil’s plans for the Escort revolve 

around showing it next year and 

taking it along to any meets 

organised by the North East XR 

division. At the moment his is the 

only XR3 in the group, but he’d 

certainly recommend anyone 

considering the car to join him in 

the XR ownership experience. 

“Everyone stares at the XR 

when I drive it around out as 

you just don’t see them any 

more, but if you’re buying one 

then check it thoroughly for 

rust, especially around the 

battery tray as this is the first 

area to go,” Phil advises. Phil’s Titan Blue minter 

£250-500 

XR3s can be found for less than 

this but generally these will only 

be fit for spares. Worthwhile 

project material starts at around 

£250 and, if you’re lucky, you 

might find a poorly but MoT’d 

example for a couple of 

hundred quid more. 

£500-1000 

Shop around as only a few 

pounds separate a tatty car 

from a good one. Don’t 

Good condition cars 

can be had for £1000 

cost him just £500! 

consider anything without an MoT 

and if you’re spending a grand then 

you should be driving away in a very 

tidy motor. 

£1000-2000+ 

The best XR3s and ’3is — especially 

near the two grand mark. Rust 

should be non-existent but the 

service history should be extensive. 

Concours cars might command a 

higher price tag but if you’re 

considering this kind of expenditure 

then expect nothing less than A1 

condition and low miles. 

FACTS 

The XR3i came with steel 

wheels as standard, albeit with 

Pepperpot-look trims, but the 

vast majority of owners specified 

the optional Cloverleafs. Nicer 

looking, but the alloys were 

strangely half an inch narrower 

— 5.5x14 inch to the steel 6x14s. 

Own a 1985 XR3? Then hang 

onto it as according to official 

sales figures, only two were sold 

in this year. 

At launch a standard XR3 retailed 

for £5123, excluding road fun 

licence, delivery and 

numberplate charges. 

The XR was a sales 

phenomena — 11581 were 

sold in 1981 and the model 

accounted for over eight per cent 

of the year’s total Escort sales. 

NEXT MONTH 

Buy a Fiesta RS Turbo without 

paying over the odds

MKIII ESCORT XR3 AND XR3i - Fast Ford

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