Ford Escort RS 2000 vs Talbot Sunbeam Lotus vs Vauxhall Chevette HS: super stage specials

But the company’s earlier RS 1800, which homologated the rally version, was off sale by the time the Vauxhall and Talbot arrived.

And today it is worth so much more than the Luton and Coventry cars (around four to five times their value) that it wouldn’t bear comparison to a current buyer.

All the same, it was Ford’s motorsport success with the RS 1800 that drove Vauxhall to develop a rival.

Parent General Motors had a policy of not funding motorsport programmes, so by 1971 Luton had established Dealer Team Vauxhall (DTV), a consortium of 600 UK franchisees that would fund future race and rally projects.

The Vauxhall Chevette HS demands to be worked hard for the rally-stage experience

By the late 1970s, Vauxhall chairman Bob Price wanted a response to the Escort Mk2’s domination in rallying.

By happy coincidence, the new Chevette three-door hatch had arrived in 1975, and it was the natural choice for development into what would become the Chevette HS.

However, it was based on GM’s global T-car platform, and work was needed to bring it in line with the performance Escorts of the day.

The Chevette’s wheezy 1300 ‘four’ from the Viva was replaced by the 2279cc slant-four, a Vauxhall staple last seen in the Victor FE.

The Vauxhall Chevette HS uses a 2.3-litre, 16v slant-four, here with twin Dell’Orto 48 carburettors

To liberate more power, it used a 16-valve, twin-cam, aluminium head that had been designed years before but never productionised.

Running through a pair of Stromberg carbs, it made 135bhp and 134lb ft in roadgoing guise and, mated to a five-speed Getrag ’box with a torque tube borrowed from an Opel Kadett GT/E, gave a respectable 8.5 secs 0-60mph time and 115mph flat-out.

The potent little hatch’s chassis was near standard, save reinforcement around the suspension turrets to cater for beefed-up, gas-filled dampers; these Bilstein units, along with stiffer springs and larger, Cavalier disc/drum brakes, were the only major changes to the Chevette’s basic front double-wishbone and rear live-axle layout.

This Vauxhall Chevette HS has fresh rubber on its original alloy wheels

The roadgoing HS was well received at its launch in 1978, but supply problems with cylinder heads for the works rally cars, operated by Coburn Developments, meant a Lotus-designed head was used instead, leading to an FIA furore because it failed to replicate those in the (supposed) 400 HS road cars.

In 1979, with the issues sorted, Pentti Airikkala and Risto Virtanen won the Welsh, Manx and Castrol rallies in the c230bhp works car, taking the RAC British Open Rally Championship.

In 1980, an evolved – and now highly sought-after – HSR was homologated with boxed arches, wider wheels and a revised rear axle location.

The Vauxhall Chevette HS has a brightly trimmed interior, with extra dials ahead of the gearlever

Rob Price has owned his 1979 HS for 12 years. 

Other than a carburettor upgrade to twin Dell’Orto 48s – which give around 25bhp extra – and an Accusump accumulator, which replaces the inefficient standard pump to deliver an instant oil feed to the main bearings during start-up, the car is near enough to factory standard.

With its Silver Starfire paint (common to all HSs), pronounced spoilers, attractive red graphics and 205/60 rubber on Avon-lookalike alloys, its homologation-special cred is intact.

Inside it’s the plushest of the three, with bright-red pile carpet, and acres of plaid trim across the seats and door cards.

The Vauxhall Chevette HS is the most overtly styled of this set of classic cars

Auxiliary dials for oil pressure, charge, water temperature and fuel are set in a binnacle at the head of the transmission tunnel, while those for speed and revs in the main instrument panel are viewed through a leatherbound, three-spoke steering wheel.

Fire up the slant-four and those Dell’Ortos make themselves known, gargling busily with every prod of the throttle.

Engage first in the dog-leg ’box and acceleration is tepid at first, with a plateau at around 3000rpm.

It’s not helped by the transmission’s rather vague shift, but you soon realise that both the gears and engine need to be worked hard to exploit this car’s potential.

The Vauxhall Chevette HS has a neat ducktail spoiler

The Getrag then becomes the quickest-shifting ’box here, and once you’ve overcome the engine’s mid-rev lull, the HS is a firecracker that bolts up to its 5800rpm redline, accompanied by a hard-edged twin-cam roar.

It’s a scruff-of-the-neck car: its body control lies somewhere between the Ford and the Talbot’s and, equipped with modern Toyo Proxes tyres, front-end grip is prodigious, with the rears more than happy to kick wide (controllably) with little provocation.

The unassisted steering is weighty at speed and relatively high-geared, if not over-endowed with feel.

But grit your teeth and the HS puts you closer to being on that forest stage than either the Talbot or Ford.

The Ford Escort RS 2000 is nimble and predictable, with good grip

To be fair to the Escort, Ford never envisaged the RS 2000 as a hardcore rally challenger in the vein of its roadgoing rivals.

That role had been left to its homologated RS 1800, which mopped up win after win on the stages, including every RAC Rally from 1975 to ’79, the last of which gifted Björn Waldegård a WRC drivers’ title, with Hannu Mikkola in another RS 1800 the runner-up.

And while just over 100 RS 1800 road cars were built between March 1975 and September ’77, in 1976 even the base version cost £3358 – exactly 50% more than an Escort 1600 Sport.

So, yes, the RS 2000 was more tribute than replica, but swapping the 1800’s fire-breathing Cosworth BDA motor for a mild-mannered Pinto didn’t short-change buyers: around 10,000 had been sold across all markets by the time it went off sale in 1980.

The Ford Escort RS 2000’s 2-litre Pinto engine uses a twin-choke Weber carburettor

The RS 2000 offered an appealing foil to the more focused Talbot and Vauxhall, while still retaining a firm grip on its rallying image.

Its single-overhead-cam, 1993cc Pinto engine was finessed to make 110bhp at 5500rpm and a solid 119lb ft at 4000rpm.

As standard, it employed a twin-choke Weber 32/36 carburettor, but a pair of Weber 40 DCNFs or IDFs formed part of a popular Group 1 factory option – and one that would have improved the stock RS 2000’s rather anodyne soundtrack.

Mated to a four-speed gearbox sending drive to the rear wheels, performance was strong, with 60mph arriving in 8.6 secs and providing a 110mph top end.

The Ford Escort RS 2000’s Rallye Sport wheels

The RS 2000’s chassis departed little from the standard Escort Mk2’s MacPherson strut with anti-roll bar front and leaf-sprung rear layout – although, as with the RS Mexicos and 1800s, radius arms located its live rear axle.

Ford’s coup, however, was how it dressed its quasi-rallyist.

Starting with a base Mk2 two-door body, the Saarlouis plant in Germany added the model’s distinctive, wedge-shaped polyurethane nosecone, complete with four Cibié quartz-halogen headlights.

Attractive four-spoke, 6Jx13in Ford Rallye Sport alloys were standard, as were black-painted bumpers and ‘RS 2000’ graphics on the rear wings and bootlid, on to which a neat black spoiler was grafted.

The Ford Escort RS 2000’s cabin, with smart Recaro seats

Inside, all RS 2000s were trimmed in black cloth and fitted with Scheel sports seats at the front.

Earlier cars were only available in one trim, but in 1978 a Custom variant was introduced, with Recaro front seats, a glovebox, tinted windows, a centre console and alloys, all of which – save the Recaros – was removed from the standard model’s kit list.

But, unlike Vauxhall and Talbot, Ford offered a dazzling array of go-faster options for the RS 2000, including heavy-duty suspension bushes, Bilstein front struts, lower springs, vented front brake discs and a limited-slip differential – so you could build your own homologation equivalent if you were of a mind.

The Ford Escort RS 2000 is perhaps surprisingly refined

Phil Hall’s car is as stock as RS 2000s come, apart from a Type 9 five-speed ’box, and as an early 1976 model it has most of the trimmings that were later standard in the more expensive Custom.

Phil is a serial Ford owner, but NOH 79R is his first RS 2000 and was only bought a year ago.

Subjectively, I think it’s the best looking of the three: in any other guise, a Mk2 Escort is pure magnolia to look at, but all of the Rallye Sport addenda transforms it into something far more svelte and purposeful.

Inside, typically well-resolved ergonomics have you sitting comfortably in its ordered cabin, facing a smart, three-spoke RS wheel, but there’s little else of sporting intent.

The Ford Escort RS 2000’s gently flared wheelarches

Start the engine and all remains civilised, with only a murmur from the Pinto as you pull away.

The longish-throw gearbox is notchy, but a big improvement over the Vauxhall’s Getrag, and the gearing in top is much taller – even when driven with brio, the Escort is by far the most refined here.

The steering is lighter and lower-geared than in the Talbot or Vauxhall, but in general the RS 2000 feels poised and nimble as we thread our way along twisty Leicestershire B-roads.

Lotus went to town with the modest Talbot Sunbeam

Despite its performance data almost matching the others, the Escort never feels as fast, maybe due to its engine’s civility.

But its handling is safe and predictable, with some body roll, excellent grip and initial understeer that transitions to easily catchable oversteer (usually tempered by a spinning inside rear wheel).

Only braking feel, which lacks bite and progression, saps confidence at higher speeds.

If you want the starkest contrast between ‘our’ three cars, you only have to step out of the Ford and into Stephen Crothers’ Sunbeam Lotus.

This Talbot Sunbeam Lotus has a non-standard, power-assisted rack, making it feel even more agile

Chrysler, née Rootes Group, launched the Sunbeam range in 1977 to replace the long-serving Imp.

Its European business had been kept alive thanks to massive UK government support, which demanded a commitment to the Linwood factory in Scotland where the Sunbeam was to be built.

Based on the Hillman Avenger platform, the Roy Axe-designed three-door hatch enjoyed a positive reception and soon got a performance lift with the Sunbeam 1600Ti.

But that was just a teaser for what was to come.

The Talbot Sunbeam Lotus is powered by a 220bhp Twin Cam motor

Chrysler Competition Department’s Des O’Dell had seen first Ford then Vauxhall making hay in the WRC with, respectively, the Escort RS 1800 and Chevette HS; he wanted a piece of the action and commissioned Lotus to achieve it.

Hethel’s solution was to take its 16-valve, 2-litre Type 907 slant-four and develop it into something more gutsy.

With capacity boosted to 2172cc, the engine was re-coded Type 911 and, mated to a five-speed ZF ’box, crammed into the Sunbeam.

Outputs of 150bhp at 5600rpm and 150lb ft at 3800rpm were enough for some pretty serious performance from the 960kg hatch: 0-60mph took 7.8 secs, while a top speed of 122mph beat both our rivals.

This Talbot Sunbeam Lotus sits on non-standard Compomotive wheels

To accommodate a near doubling of output versus the 1.6 GLS on which the Lotus was based, the suspension was lowered and stiffened, with the work carried out at Ludham Airfield in Norfolk, near to the Lotus HQ.

Revealed at Geneva in 1979, shortly before Chrysler Europe was bought by PSA, which renamed the business Talbot, the Sunbeam Lotus may have been late to the homologation party, but by 1980 the works rally cars were fulfilling O’Dell’s expectations.

Henri Toivonen and co-driver Paul White won the RAC Rally that year, and by the end of 1981 Talbot had secured the manufacturers’ title. 

The Talbot Sunbeam Lotus has a firm ride but little body roll

Meanwhile, the roadgoing model was cosmetically refreshed in line with the rest of the Sunbeam range, gaining larger headlights and a new grille; the Lotus version was fitted with snazzy Marchal spots above the front bumper, and it got the option of Moonstone Blue paint with silver stripes in addition to the series one’s default black-with-silver livery.

A few caveats are needed before describing how Stephen’s Sunbeam performs. 

Its Lotus Type 911 is running bigger valves, high-lift cams and high-compression pistons, which, he estimates, is yielding around 220bhp.

The gearbox has also been rebuilt to works spec, and the steering rack has been swapped for an electrically power-assisted item from, of all things, a Vauxhall Corsa B.

The Talbot Sunbeam Lotus has a simple cabin; this one has a non-standard driver’s seat

There are also AP Racing calipers and pads, and discs instead of drums at the rear.

Which all makes sense, since Stephen had planned to do some hillclimbing with the car, but with Sunbeam Lotus values rising, he’s having second thoughts.

Either way, it makes for an intense driving experience.

Setting aside the non-standard steering, the Sunbeam is far and away the tightest-handling of our trio.

The Talbot Sunbeam was a mundane base for a potent rally star

Its granite-like body control goads you into ever-more ambitious cornering speeds, reinforced by the tenacious grip of modern rubber (although it’s the only car here with a limited-slip diff, so you need to be quick to catch the rear when it breaks free).

The brakes feel dead until worked hard, then they comfortably outperform the Vauxhall’s.

The ZF five-speed changes with a lovely mechanical precision, while 24mph per 1000rpm in top gives a sensible cruising gait.

Not that you’d use it often: the ferocious bark from the Lotus Twin Cam turns into a full-blooded, Dell’Orto-fuelled bellow as you pitch for the redline, and it soon becomes addictive.

The Vauxhall Chevette HS has a scruff-of-the-neck feel

As a point-to-point B-road blaster, it has the other two well and truly licked.

Is there an obvious winner, though? The Sunbeam feels marginally sharper than the Vauxhall, but it demands more concentration to exploit its finely honed dynamics. 

The Escort stands alone due to its milder manners, but in the real world its absolute performance almost matches the others – it just sounds and feels as if it doesn’t.

Which leaves the HS as the perfect bridge between the ballsy, knife-edge Talbot and the ultra-composed Ford.

Images: Max Edleston

Thanks to: Perry C Antoniou at the Sunbeam Lotus Owners’ Club; Lee Smith at CLS Cars; the Droop Snoot Group; Sam Grange-Bailey

Factfiles

Ford Escort RS 2000

• Sold/number built 1975-’80/c10,000
• Construction steel monocoque
• Engine all-iron, sohc 1993cc ‘four’, single Weber 32/36 DGAV downdraught carburettor
• Max power 110bhp @ 5500rpm
• Max torque 119lb ft @ 4000rpm
• Transmission four-speed manual, RWD
• Suspension: front independent, by MacPherson struts, anti-roll bar rear live axle, radius arms, leaf springs, telescopic dampers
• Steering rack and pinion
• Brakes discs front, drums rear, with servo
• Length 13ft 7in (4142mm)
• Width 5ft ½in (1536mm)
• Height 4ft 7½in (1409mm)
• Wheelbase 7ft 10½in (2400mm)
• Weight 2075lb (941kg)
• 0-60mph 8.6 secs
• Top speed 110mph
• Mpg 24.7
• Price new £4762 (1980)
• Price now £20-35,000*

Talbot Sunbeam Lotus

• Sold/number built 1979-’81/2308
• Construction steel monocoque
• Engine all-alloy, dohc 2172cc slant-four, twin Dell’Orto DHLA 45E twin-choke carburettors
• Max power 150bhp @ 5600rpm
• Max torque 150lb ft @ 3800rpm
• Transmission five-speed manual, RWD
• Suspension: front independent, by MacPherson struts, anti-roll bar rear live axle, trailing arms, coil springs, telescopic dampers
• Steering rack and pinion
• Brakes discs front, drums rear, with servo
• Length 12ft 5in (3830mm)
• Width 5ft 2¼in (1603mm)
• Height 4ft 6in (1405mm)
• Wheelbase 7ft 9in (2413mm)
• Weight 2116lb (960kg)
• 0-60mph 7.8 secs
• Top speed 122mph
• Mpg 17
• Price new £6995 (1980)
• Price now £25-45,000*

Vauxhall Chevette HS

• Sold/number built 1978-’80/c400
• Construction steel monocoque
• Engine iron-block, alloy-head, dohc 2279cc slant-four, twin Stromberg 175CD-2SE carburettors
• Max power 135bhp @ 5500rpm
• Max torque 134lb ft @ 4500rpm
• Transmission five-speed manual, RWD
• Suspension: front independent, by unequal-length wishbones rear live axle, trailing arms, Panhard rod; coil springs, gas-filled dampers, anti-roll bar f/r
• Steering rack and pinion
• Brakes discs front, drums rear, with servo
• Length 13ft 1¼in (3992mm)
• Width 5ft 2¼in (1579mm)
• Height 4ft 6in (1371mm)
• Wheelbase 7ft 10in (2387mm)
• Weight 2235lb (1016kg)
• 0-60mph 8.5 secs
• Top speed 115mph
• Mpg 21.3
• Price new £5939 (1980)
• Price now £25-45,000*

_{*Prices correct at date of original publication}

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Simon Hucknall

Simon Hucknall is a senior contributor to Classic & Sports Car

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