Cortina GT Estate
Whether it was learning to drive, taking a test, a road trip, a traffic ticket, or a first motor sport outing, most readers of this magazine will surely have shared a motoring memory with a Cortina
NEARLY ONE IN A MILLION
In 1962, when the first Cortina was introduced, most of our cars came from the UK. If you were the sort who wore string-back gloves, Viyella shirts, corduroy trousers, and brogues you could buy a good-looking sports car — there was a great choice of them, too, from Old Blighty — but if it was an affordable family car you were after the choice was limited, and the cars offered were far more utilitarian.
MUNDANE CARS
BMC, Rootes Group, Vauxhall, and others were turning out various medium-sized cars, none of which was setting the world alight at that stage. Ford was producing the Zephyr in both six- and four-cylinder variants. The six-cylinder version was preferred and almost ubiquitous on the local roads.
FROM FAILURE TO SUCCESS
Earlier, at Ford’s headquarters in the US, high-ranking bureaucrats had decided that a certain Mr Roy Brown, the designer of the ill-fated Ford Edsel, must be punished for his sins. The car that Time magazine called “the wrong car for the wrong market at the wrong time”, had sealed Mr Brown’s fate. His punishment was a transfer to the UK, where he must sink or swim serving Ford’s British branch and the colonial markets that clung to Britain’s apron strings.
The Edsel failure was spectacular and the model was dropped after three years. By then it had sold less than 20 per cent of Ford’s projection, and
Ford responded to that British trait of wanting to make cars go faster
losses were estimated at US$250M. Today, a good example is worth about US$100K. Edsel himself referred to it as Ford’s most successful failure.
MAKING GOOD
Once in the UK, Roy had a bit of making up to do it if he was to salvage his career. The aforementioned Mk3 Zephyr/zodiac series was his first foray into the world of British car design, and certainly in this part of the world we judged his effort favourably. Instead of the unattractive Edsel style, he managed to produce an almost tasteful mix of British understatement and American flamboyance. The Mk3 was successful and Mr Brown was moved onto the project to replace the Consul models.
MODEL LAUNCH
Originally announced in September 1962 as the ‘Consul Cortina’, it was available with a 1200cc motor
— effectively, the old unit that had powered the Anglia of the era. Very shortly after the launch, a 1500cc motor option was offered, although this was still not the crossflow unit that we associate with the Cortina.
The new car was intended to take market share from the Morris Oxford and Vauxhall Victor brigades, so body styles were offered; a two-door, four-door, and estate version were available very early in the Cortina’s life. The four-speed gearbox was also all synchro very early in the car’s life — 1964 — and it came equipped with front disc brakes.
Ford also responded to that seemingly very British trait of wanting to make cars go faster. The 1498cc fourcylinder pre-crossflow motor produced a fairly sedate 60bhp (45kw) and rally and race teams were soon asking Ford for an increase in performance.
The 1498cc fourcylinder pre-crossflow motor produced a fairly sedate 60bhp (45kw) and rally and race teams were soon asking Ford for an increase in performance
GRAND TOURING
This pushed Ford to create the GT versions. We’re sure most readers can remember the extra thrill of noticing a GT badge on a Cortina.
Somehow the Ford advertisers managed to make that badge represent a whole lot more to anyone glancing at this new car, certainly more than the sum of its parts. In addition to sprucing up the interior, with the introduction of a better exhaust, a more sporting camshaft, better carburation, closer ratios in the gearbox, uprated front brakes, lowered suspension, Ford was suddenly well on the way to creating some kind of motoring icon.
The Mk1 was an outstanding success and really did change the medium car market. Ford coaxed a rich and rewarding sporting heritage out of the Cortina and images of Formula 1 champions cutting their racing teeth with exaggerated and high-speed ‘drifts’ on their way to many race wins, plus an extensive list of rally wins, only enhanced the car’s reputation.
NEW MODEL
By 1966 the Mk1 Cortina was due for replacement. The original designer had rescued his reputation and had been allowed back into the US, so a different designer, Roy Haynes, was given the task of creating the Mk2. Some of Haynes’ other projects included all of or bits of various cars ranging from the Mk4 Zephyr/zodiac range through to the Austin Maxi and Allegro and the Morris Marina. It’s safe to say that the Mk2 Cortina was his crowning glory. Last heard of, Haynes was trying to sell his idea for a new London airport to be built in Essex.
The new car was marginally shorter than the Mk1 but almost 6.5cm wider. Initially, the same engine options were retained, but by early the following year, the new crossflow versions of the Kent engine were available. That year, the Cortina was the UK’S best-selling car. It was still available as a two-door, four-door, and estate car — released early 1967 — with various trim levels.
Among the models available was the now familiar and also popular GT, still essentially with the same modifications introduced on the Mk1.
The saloon car variant of the GT was a very good seller for Ford, and it wasn’t long before some customers were asking for a GT version of the estate. Ford had created a very limited run of Mk1 estates for the Nigeria Police Force. Ford’s record-keeping for this era is not very reliable, and it claims only 26 or 27 of these cars were made. Interestingly, Google search results suggest one of these originals resides here.
Ford introduced a better exhaust, a more sporting camshaft, closer ratios in the gearbox, uprated front brakes and lowered suspension
SPECIAL ORDER
The Mk2 Estate GTS were made available as ‘special order only’ from Ford. They are essentially the same apart from the rear seat — or ‘bench’ as it seems to be in the estate — and the rear suspension, which has lever-action shocks, to maintain a flat floor, and slightly harder rear leaf springs for the anticipated loads. The result is an estate version that loses nothing on the saloon. The handling is claimed to be the equal of the saloon, although Ford never owned up as to whether this was by design or good fortune.
The owner of our featured car, Rod Peat, used to rally a Cortina GT back when the words ‘rally’ and ‘trial’ were interchangeable. In times after that, he could also be seen beside Mal Clark in various Targa New Zealand rallies, getting the famous Rover V8 or Lotus Cortina in spirited fashion around and over the various special stages that make up those events. After children, houses, and career, Rod decided it was time to own a GT again.
A search on the various systems available turned up a car that Rod and probably most of us didn’t even know existed: a genuine Ford factory Cortina Estate GT.
EXTREMELY RARE
These cars are rare, probably among the rarest of any mass-market vehicle ever featured in this magazine. Rod wasn’t looking for an estate, but it piqued his interest sufficiently and the deal was done. New Zealand Classic Car featured this very car in September 1997, in the Prestige Gallery of the Cars For Sale column. The advertisement states, “SS exhaust, concours condition, only 3 in NZ, $7000 neg.”.
Rod is content with his ‘investment’ of circa $21K. It is interesting to note that beside the GT advert was one for a Mk2 Lotus Cortina; $20K would have bought that one.
ACTIVE LIFE
Rod’s GT, a late production seriesone Mk2, is no longer in concours condition, but that’s because it has continued to be used for its intended function, not as a showpiece. At one stage it was even used as a builder’s work vehicle. It was bought new in the UK using the expats’ owners protocol that was so popular among New Zealanders living overseas at the time. Multiple owners from Auckland to Christchurch have used the car since then, building its authentic patina. The speedo indicates just 85,000 miles, although it could have tipped over the limits of the counter once or even twice.
The car didn’t come with a carefully documented history and Rod doesn’t know what work has been done on the motor — or, for that matter, the history of any other bits and pieces — but it still all sounds and feels right and tight. Well enough that the ‘freeflow’ exhaust still has a very definite GT bark and cackle to it. The gearbox slips its way through those close ratios smoothly and easily. The Ford engineers at the time felt that a GT model should have a close-ratio version of the standard gearbox and this was retained for the Estate GT.
Rod Peat used to rally a Cortina GT back when the words ‘rally’ and ‘trial’ were interchangeable
MAINTAINING THE HERITAGE
Rod has fitted a set of Minilite lookalikes, replaced the original steering wheel with a more sporting style of wheel, and given the dashboard a new toggle switch that operates an electric pump for the screen washers. The original screen washers were activated by pumping a knob on the dashboard that transferred that motion to the water pump. That’s still there, with all the other original parts. The lighting is boosted with a set of period driving lights.
Today, the car is not used as a daily-driver but neither is it locked up and not used. Rod might not drive it sideways in the fashion he did with his previous GT, but it is regularly used to convey Rod and Mrs Peat to various Ford days, Brits at the Beach, and even Caffeine & Classics at Auckland’s Smales Farm. The day after we spoke to Rod, he was leaving to traverse the North Island in it.
OWNERS CLUB
Rod hadn’t owned his new Cortina long before he was co-opted to help run the New Zealand Classic Cortina Club, currently headquartered in Christchurch. This national organization is for owners of the dozens of models and marks of Cortinas that Ford produced around the world between 1962 and 1982. Members also include the owners of a smattering of Corsairs, a Cortinasized UK Ford that was usually equipped with the Essex V4 1600cc or 2000cc engine.
The club’s next national event is scheduled for Palmerston North across Labour weekend, 23–26 October this year. The final programme is yet to be established, but it will include a run, activities at the Manfeild Circuit Chris Amon, a prize-giving dinner, and lots of Cortina ogling and chatter.
The original screen washers were activated by pumping a knob on the dashboard that transferred that motion to the water pump
CLASSIC CLASS
As for Rod’s car — well, who would have thought that a car sold in its millions around the world from 1962 until 1982, that was indeed the UK’S most popular car in many different years, could now be represented by such an exclusive vehicle? Approximately 800 of the Mk2 GT Estates were built and, while other cars built in such small numbers tend to have a better survival rate, it would be surprising if more than a handful of these cars existed today.
Ten or so are known of in the UK, and two or three in each of Australia and New Zealand. This makes for a rather remarkable and exclusive subset.
While the value of these cars hasn’t yet reached the stratosphere, the percentage increase in the value across the years is impressive.
What this car represents is equally impressive. This car was the bedrock of many readers’ driving experiences and passion for automobiles; it was the daily transport for many people; it proved highly amenable to tinkering and tuning, easing entry into the world of motor sport competition; and it remains a great starting point for those who want to join the club of classic car owners.