Buyer’s guide: Ford Escort Mk2

| 17 Jan 2020
Classic & Sports Car – Buyer’s guide: Ford Escort Mk2

Why you’d want a Ford Escort Mk2

It seems only a few years ago that Mk2 Escorts were two-a-penny. No more! Rust and low values have taken a heavy toll, while rallying associations – and family memories – have made desirability soar and prices climb exponentially as demand outstripped supply.

Now Mk2s are being imported to the UK from dry climates, most models in top condition can command £10,000-plus, the best RS2000s are at least three times that and pukka RS1800s are anything from £60-100k.

Though appearing little-changed from its predecessor, ‘Brenda’ showed advancements on almost all fronts, with greater glass area, more space inside, better seating, ride and handling, plus improved heating, ventilation and instruments. Despite concerns at launch that the Mk2 was pricey compared to rivals (unusual for Ford), within a year it was Britain’s best-selling car.

Ford offered a vast range of models and engine sizes – 1100 (Popular, Popular Plus, L, Estate), 1300 (Pop, Pop Plus, L, GL, Sport, Ghia, Estate, L Estate, GL Estate), 1600 (Sport, Ghia), Mexico, RS2000 and RS1800. All had lively five-bearing Crossflow engines.

The super-rare RS1800 featured an 1835cc Cosworth BDA with single Weber, although works rally cars ran twin Webers and later fuel-injection on a 2-litre block giving 250bhp. A five-speed ZF gearbox and ZF limited-slip differential put the power down. In 1979, it gave Ford the Manufacturers’ title in the World Rally Championship, also winning drivers’ titles from 1975 to ’79 and ’81. RS1800 production ended in ’77, and all later-registered cars were built up from parts.

Classic & Sports Car – Buyer’s guide: Ford Escort Mk2
Classic & Sports Car – Buyer’s guide: Ford Escort Mk2

(l-r) Ford revived Popular name for detuned ’75 poverty model; Ari Vatanen/David Richards won ’81 Acropolis in RS1800

The ‘everyman’ performance model, the RS2000, featured a distinctive slope-nose (with different bonnet and front wings) and boasted 110bhp from its overhead-cam Pinto engine, good for 0-60mph in 8.9 secs and a 110mph top speed. If you couldn’t stretch to that, the Mexico had 95bhp or there was the 84bhp 1600 Sport, still capable of 0-60mph in 11.1 secs and 98mph.

RS1800s and Mexicos are commonly faked. There are now probably more non-original cars than factory – of both models, in fact – so check spec and provenance very carefully when buying. There’s nothing wrong with a well-executed copy, provided the price reflects that.

Rust is the main problem with these Fords: all panels were welded and few were painted inside. Restoring a rotten one is a huge challenge so, unless you love cutting and welding, find a good one – which these days is likely to be an import.

Images: Tony Baker

Ford Escort Mk2: what to look for

Classic & Sports Car – Buyer’s guide: Ford Escort Mk2


See above for trouble spots

Classic & Sports Car – Buyer’s guide: Ford Escort Mk2
Classic & Sports Car – Buyer’s guide: Ford Escort Mk2


Ford’s oversquare Crossflow Kent (ohv) and Pinto (ohc) engines were free-revving and durable given basic maintenance. Regular cambelt changes are vital on Pintos; check service history and for excessive oil leaks/breathing. Listen for untoward noises, too. Rebuild costs are relatively low: £3000 for an RS2000 unit.

The original RS2000 carburettor was a downdraught twin-choke 32/36 Weber, but most have been upgraded to twin 45DCOEs – as on this original UK car. All but base-model 1100s had front discs. If discs were fitted, 13in wheels were needed instead of 12in, along with a servo to reduce pedal effort

Classic & Sports Car – Buyer’s guide: Ford Escort Mk2
Classic & Sports Car – Buyer’s guide: Ford Escort Mk2


Simple and effective, Mk2 suspension is cheap to repair and spares are off-the-shelf. Check for play in the steering rack as well as in suspension bushes.

Radius arms locate rear axle on Mexico and RSs; lesser models used combined anti-tramp/anti-roll bar. Axles last well if kept topped up, but beware leaks.

Classic & Sports Car – Buyer’s guide: Ford Escort Mk2
Classic & Sports Car – Buyer’s guide: Ford Escort Mk2


All but base-model 1100s had front discs. If discs were fitted, 13in wheels were needed instead of 12in, along with a servo to reduce pedal effort.


Sierra Type 9 five-speed ’box, as here, is a popular mod giving more relaxed cruising; standard gearbox is slick and durable. Bordeaux auto isn’t bad, either.

Classic & Sports Car – Buyer’s guide: Ford Escort Mk2


Ten years ago a worn interior was a big problem, now all RS2000 trim is readily available (£4100 for kit). Most models can be accurately retrimmed, at a price.

Ford Escort Mk2: on the road

Classic & Sports Car – Buyer’s guide: Ford Escort Mk2

RS2000 handles well, with a touch of understeer that can easily be dialled out. Note signature ‘fishnet’ headrests on Recaro seats

A Mk2 Escort is still a perfectly competent everyday car and even the 1100 will keep up with city traffic if you use the revs – and all the motors love to be worked. Refinement is not its strongest suit, but the engine should feel smooth and willing – gutsy in performance models – with no excessive rattles or bangs.

Service history – or evidence that the engine has been cared for – makes all the difference, because the Pinto in particular will sludge up and wear out its camshaft if oil and filter changes are neglected. Its cambelt should be changed every 30,000 miles or five years. Ford carbs are troublesome when worn, but Weber conversions are readily available.

Cooling systems were more than adequate when new, but too many people think that a radiator is fine if it doesn’t leak. In practice, they silt up and lose efficiency – so look for signs of overheating and budget for a recore if evident. 

RSs and Mexicos tended to understeer on the limit, thanks to rear radius arms without an anti-roll bar. Other models were more inclined to oversteer if driven hard, thanks to a rear anti-roll bar doubling as axle location. All, though, were fine-handling cars, so if you find one that isn’t, check the suspension bushes and dampers – also for any signs of crash damage.

Many cars have been modified over the years. Beware of bodge jobs with larger engines shoehorned in but without the correct gearbox, propshaft, axle, suspension etc to cope with the extra performance. Lowering was popular for a time, but put more strain on suspension mountings and caused damage to vulnerable panels.

Ford Escort Mk2 price guide

1.1/1.3 4dr

  • Show: £12,000
  • Average: £5000
  • Restoration: £1500


1.1/1.3 2dr

  • Show: £14,000
  • Average: £7000
  • Restoration: £2000


1600 Sport

  • Show: £24,000
  • Average: £12,000
  • Restoration: £6000


Mexico, Harrier

  • Show: £30,000
  • Average: £20,000
  • Restoration: £10,000



  • Show: £35,000
  • Average: £25,000
  • Restoration: £12,000

Ford Escort Mk2 history

1974 Dec Mk2 production starts

1975 Jan New Ford Escort 2dr/4dr/Estate/van on sale: 1100, 1300, 1600 engines and numerous trim specs up to Ghia with square headlights

1975 Mar RS1800 launched with Cosworth BDA twin-cam, based on Halewood 1600 Sport

1975 Oct Slant-nosed RS2000 launched

1976 Jan Mexico (1.6-litre Pinto) added

1977 Suspension revised with offset top front mounts, revised dampers, single-leaf rear springs.

1977 Sept RS1800 dropped (109 built inc 20 Customs)

1978 RS Mexico dropped (c2900 built); RS2000 Custom added. All except Ghia get black grille

1979 Limited-edition Capital (1000, London-only, Pop Plus, metallic pink or lilac), Harrier (1.6 Sport, 1000 white, 500 silver, RS seats/alloys/spoiler), Goldcrest (1.3/1.6L 4dr, brown with chocolate trim or gold with tan), Linnet (Pop Plus 1.3, bright colours), Huntsman (Estate, red or brown)

1980 Oct Mk2 replaced by front-drive Mk3

The owner’s view

Classic & Sports Car – Buyer’s guide: Ford Escort Mk2

Sports seats and wheel enhance the driving experience

“I’ve owned more than 60 Mk2s since I was 17,” admits owner Marcus Morgan. “Most were daily drivers, but now they’re just a toy – too valuable to use every day. I have a South African-import 1600 Sport. It’s rust-free and has a heavy-duty shell with extra strengthening in the front inner wings and the underpan.

“It’s amazing how people’s perceptions of the cars have changed over the years. Now prices are going up, all the parts that you couldn’t get are being remanufactured – it’s a massive industry and some specialists are doing really good restorations. You can get almost all of the panels, except the roof – some come over from Australia. Escorts are just so much fun to drive – I used to modify them a lot, but now I intend to keep mine standard.”

Also consider

Classic & Sports Car – Buyer’s guide: Ford Escort Mk2
Classic & Sports Car – Buyer’s guide: Ford Escort Mk2

Triumph Dolomite (left) and Vauxhall Viva are alternative buys


Launched in 1972 as a luxury 1854cc saloon, then the RS-baiting 16V Sprint, in ’76 the Dolomite gained 1300 and 1500 engine options. Survival rates are good, but rot can be terminal.

Sold 1972-’80 • No. built 204,003 • Mpg 20-35 • 0-60mph 17.5-8.4 secs • Top speed 84-113mph • Price new £2070-3283 (’76) • Price now £500-8000+


GM’s compact family car was larger than its rivals. Sporty Firenza and Magnum variants widened the range. Rust and parts supply have decimated survivors, but good ones can be found.

Sold 1970-’79 • No. built 640,863 • Mpg 19-35 • 0-60mph 20.6-8.5 secs • Top speed 78-117mph • Price new £1577-2509 (’76) • Price now £750-7500+

Ford Escort Mk2: the Classic & Sports Car verdict

Classic & Sports Car – Buyer’s guide: Ford Escort Mk2

Optional alloys (standard on RS2000 Custom from ’78) give perfect finishing touch to the definitive 1970s sports saloon

If you wanted to make a killing on Mk2 Escorts, you should have filled a barn 10 years ago. Unspoilt, original UK-market cars are now rare and expensive, but fine examples are being imported so there is a good selection of models out there. Buy wisely and you can enjoy a small, fun, rear-drive car with great back-up for years to come: just don’t buy a rusty one.




  • Practical and entertaining to drive
  • Low running costs; parts availability
  • Values still holding up
  • Specialist support increasing


  • Poorly protected against rust
  • All-welded construction expensive to restore, so budget for that if you fancy a project
  • Many have been modified – some poorly

Ford Escort Mk2 specifications

Sold/number built 1975-’80/1,808,395 

Construction steel monocoque

Engine front-mounted, all-iron Crossflow ohv 1098/1298/1598cc or ohc 1593/1993cc or all-alloy dohc 16-valve 1834cc four, with single Ford or twin-choke Weber carburettor; 48bhp @ 5500rpm-115bhp @ 6000rpm 54lb ft @ 3000rpm-120lb ft @ 4000rpm

Transmission four-speed manual or three-speed automatic (1.3/1.6), driving rear wheels

Suspension: front MacPherson struts, transverse links, anti-roll bar rear live axle, semi-elliptic leaf springs, telescopics plus anti-tramp/roll bar (or radius arms on Mexico/RS2000/RS1800)

Steering rack and pinion, 31/2 turns lock-to-lock

Brakes discs front, drums rear, servo on 1.6 and above (optional on others)

Length 13ft 1/2in-13ft 7in (3975-4140mm)

Width 5ft 1/2in (1537mm)

Height 4ft 71/2in (1410mm)

Wheelbase 7ft 101/2in (2400mm)

Weight 1822-2024lb (826-918kg)

Mpg 20-38

0-60mph 18.5-8.5 secs

Top speed 80-112mph

Price new £1416-3201 (1976)


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