FORD ESCORT RS COSWORTH
JAMES WALSHE: ‘No other car maker does hooligan better’
Is this the ultimate fast Ford? Unthinkable in an environmentally switched-on 2022, Ford spent decades actively encouraging in-your-face, yobbo motoring for its high-performance range. The despicably quick Sierra RS Cosworth was the pinnacle of this when it arrived in 1986 – an angry bulldog face and absurd tail spoiler was Eighties Ford at its most confidently feisty.
When the Nineties arrived, it was the turn of the Escort. Until the RS Cosworth burst onto the scene, Ford’s small family stalwart hadn’t received quite as much attention since the company showcased the outrageous RS2000 in 1974, at the launch of the plain Jane MKII. Similarly, the Cosworth’s launch couldn’t come a moment too soon. On sale two years after the arrival of the standard fifth generation Escort, the RS Cosworth slotted into the top shelf of a range that was this time desperately underwhelming. Ford knew it, too. Enter Ford Special Vehicle Engineering (SVE), MGA Developments in Coventry and Karmann, who based this new rally weapon around the Sierra Cosworth, but clothed it in an Escort body, while Frank Stephenson gave it the famous pram handle wing. It demonstrated Ford could still take on the quickest of exotic supercars on a B-road, with brutal power courtesy of its 224bhp 1993cc with the grip advantage of four-wheel-drive.
The huge T35 Garrett turbocharger means there’s plenty of lag on this early version but when the power kicks in at about 3500rpm, it is truly savage. Inside, the Recaro seats are supportive and driving position is perfect, with only a couple of extra clocks and a ‘Cosworth’ badge to give the game away. The magic comes through the Escort’s beautifully weighted steering and the loud pedal. Sure, while handling is sublime, just look at it. No other car maker does ‘hooligan’ better than Ford.
Why you want one
Finding an amazing original one like this could be quite a challenge and when you do, it’s going to be expensive but totally worth it. Early ‘YBT’ cars are identified by their blue cam covers, with later cars getting silver ones. Even tatty ones go for £30k.
The second-generation RS Cosworth from 1994 got a smaller Garrett T25 turbo to make the punch a little less severe. Watch for signs of abuse and poor servicing on all cars, and of course, beware of rubbish modifications carried out by buffoons who think they know what they’re doing.
Jaguar’s flagship XJ saloon was brought right up to date with this beauty, the last of the traditionally styled XJS. Codenamed X350, it had curvaceous looks, and an overall design that could trace its cues all the way back to 1968, even further possibly, to 1961 and the MKX.
It was the sixth-generation XJ, and was revealed to the public at the end of 2002 going on sale in
April 2003. The chassis was aluminium, 40 per cent lighter yet 50 per cent stiffer than that of its predecessor and was constructed using an aerospace method known as rivet-bonding. I’ve no idea how that works, but combined with airsuspension and a more spacious interior, it made for a complete break with its X308 predecessor. It also made sure the newcomer could compete with its German rivals. It was produced at a difficult time for Jaguar and was the last XJ to be constructed at Browns Lane, but by the time the final X350 was produced on March 27, 2009 Jaguar had built 83,556 of them. The X350 range included a six-cylinder engine – with the 3.0-litre V6 used in the S and X-type, which was offered alongside 3.5 and
4.2-litre V8s. In 2005, a 2.7-litre twin-turbo oil-burner was also introduced. The 2003 example we have here today is the 3.5 litre V8 that belongs to editor Danny’s dad… it’s his dream car.
Why you want one
It’s a beautiful car, the last of the traditional XJS and the beauty doesn’t stop with the looks. The ride is exquisite and driving position what you would expect from a Jag saloon – imperious yet sporty. It has the handling of a much smaller vehicle.
And yet the X350 is more achievable than ever. Today it is a modern classic bargain, with early cars starting at under £4000, so there’s never been a better time to buy. Check for aluminium corrosion all round but particularly on the front and rear scuttles. Check front and rear subframes for rust as well (they are steel). Also check for saggy air bags on the suspension. If you need to replace one it will be £450, but the part number is the same as that used by VAG’S Phaeton, A6 and A8, so you can find replacements at specialist VAG breakers. ■
‘The last proper XJ: the beauty doesn’t stop with the looks’