MKIII ESCORT XR3 AND XR3i - Fast Ford

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fasttech / BUYING GUIDE / ESCORT XR3 & ’3i / fasttech “ 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 0 1 5 0 FEBRUARY 2006 FAST FORD FAST FORD FEBRUARY 2006 0 1 5 1
fasttech / BUYING GUIDE / ESCORT XR3 & ’3i / fasttech 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 2 FEBRUARY 2006 FAST FORD FAST FORD FEBRUARY 2006 0 1 5 3
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MKIII ESCORT XR3 AND XR3i - Fast Ford

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