GRAFTERS: Mk2 Escort
Your projects: Andrew Dyer’s bringing the South London sleeper look to South Wales with his Escort project — only with a turbo twist.
Mk2 gets some DIY turbo propulsion.
If you’ve had your sights set on Mk1 or Mk2 Escort ownership for some time, don’t be put off. Andrew Dyer was 18 when he clocked a couple of South Londonlook Escorts in this magazine and decided he wanted to get behind the wheel of his own Mk2 and now, some 15 years later, he’s tantalisingly close to achieving that goal.
Andrew’s route to rear-drive Escort ownership is a long and convoluted one — he’s the first to admit he’s not your typical classic Ford loyalist, owning and building a variety of marques to date, with his 9-to-5 running a business specialising in VW T5 and T6 vans. But on two evenings a week, he likes to put the vans to one side metaphorically-speaking and work on something a decade or three older, definitely rustier — and often with a forcedinduction twist, just like his current project.
“I’ve owned and built a few Mk2 Fiestas in the past,” he recalls. “The last one had a Zetec turbo, and while it was quick, I didn’t use it much and sold it having probably only done 100 miles in it — I knew deep down that it was time for an Escort.”
That was for or five years ago, and this is now Andrew’s second attempt at Escort evolution — the first ended prematurely when the bodyshell of the imported Mk2 he bought came back from media blasting with significantly more holes than he expected — but as you can see, now the distinctly off-thewall choice of powerplant is in and running well, this one is well on the way to prep, paint and completion. Turn the page to find out Andrew’s plans for the project which cunningly mixes classic street sleeper looks with DIY turbo power.
What was the shell like when you got it? Pretty good to be honest. There were a few bits of welding to do, and some areas needed tidying up, but in comparison to what a lot of people have to go through, I had it easy. It had already been converted to Group 4 spec, which I didn’t really need, or want, but it was too good to turn down. Was the car complete? No, it was basically a rolling project, with the front and rear suspension loosely bolted in place, and bolt-in roll cage fitted, which I’ve decided to keep.
Have you decided on the colour? It’s not 100 per cent yet, but it will be something clean, simple and more than likely beige — like Ford’s Cordoba or Sierra Beige.
Why the MX-5 engine? I’d always planned to fit a nice Pinto but when I priced up a decent-power one, it just didn’t seem to make sense, so I decided to go down the ST170 engine and Mazda RX-8 ’box route to the point where they were both in the car, then changed my mind... A couple of years ago I built an MX-5 turbo engine for another project and it worked out well, so I thought why not do another? They’re pretty easy to convert to forced-induction — you can buy a manifold and downpipe from G19 Engineering for the Mk2 1800 engine which works in the Escort just fine, and the TD04 turbo’s off an Impreza. I’m using an ME221 ECU from Motorsport Electronics, uprated Bosch injectors and an intercooler mounted behind the front panel. Power? The last engine made 252 bhp, so it should be along those lines. I’d be happy with 200 to be honest. Well, maybe for 5 minutes...
Did the engine bay need much work to accept the MX-5 engine and ’box? More than I planned. I had to alter the bulkhead and enlarge the tunnel slightly, even though it was an auto shell — the Mazda five-speed ’box is bigger than you might at first think. The engine is chassis-mounted — I bought a Pinto kit and adapted it to fit, making up my own engine plates. I took about 20 hours’ work to get it in the Escort, I reckon.
What about the rest of the running gear?
I’m using GAZ coil-overs and top mounts at the front, with GAZ coil-overs at the rear. The shell was
“THE FINAL COLOUR? SOMETHING CLEAN SIMPLE AND CLASSIC LIKE SIERRA BEIGE”
set up for a Panhard rod when I bought it, but I’ve converted it to take a Watts linkage, adapted to fit a standard-width English axle, which is running a 3J Driveline LSD. I’ve opted for Wilwood brakes all-round — four-pots front and rear
And the wheels? They’re 7x13 inch Minilights. I bought a set of Superlights for it at first, but they wouldn’t fit over the rear discs. I phoned up JBW and they said that they have a smaller diameter inner rim than Minilights, so I swapped them over. Job done.
Will the interior be fully trimmed? That was the original plan, but because the car didn’t come with any to speak of, and what with the rear link boxes, I’ll bolt in a pair of front bucket seats and harnesses and leave it at that.
What’s been the hardest part of the build so far? The bodywork, definitely. I’m not a body guy, so the cutting and welding has really tested me — you need a lot of patience to do it well, and I don’t have a lot of patience...
When do you plan to have the project finished and on the road? I’m aiming for March, so that the car is ready for the show season. I had it running and driving prior to stripping it down for paint, so it should be possible.
Anyone you’d like to thank who’s helped out on the car so far? Yes, Josh who works with me, my friend Ryan, and my wife, Emma and daughter, Seren for sticking with me.