Ford Escort (Mk1) Twin Cam | PH Fleet
RacingPete still hasn't drifted sideways through a forest - but he's getting closer
Thanks to a flurry of restomods and ‘Continumod’ builds, the Mk1 is having a serious moment. Whether it’s MST’s take on a modernised Mk1 or Boreham Motorworks’ dream machine, it feels like everyone is trying to capture the magic of the original Escort. It’s great to see the legend alive and thriving, but for those of us running the real thing, the reality is a bit less glamorous.
While the restomods promise thrilling drives straight out of the box, my Mk1 story of late has been less about gravel flicks and more about niggling annoyances. The last few months have been a battle to stop things falling off the car - not exactly brochure material, but all part of the charm (I tell myself).
It started, as these things often do, with an oil leak. A slow drip from the crank pulley became a saga. Fix one leak, and another would spring up - a bolt hole here, a gasket there. Jamie at Moores Motorsport, the same people who helped build our EnduroKa, stepped in to tackle the job. We went at the Twin Cam from bottom to top, eventually sealing every possible escape route for oil. For the first time in years, it’s not marking its territory wherever it goes.
With the engine staying dry, we turned to a less glamorous checklist. Bolts and mounts for the exhaust and engine had seen better days - some were missing entirely. Period Lucas relays proved to be the usual nightmare. Engine Fan? Fixed with a modern relay as a placeholder, because unless you want to sell a kidney, sourcing vintage relays isn’t a casual purchase. I may still take an old one apart and fit modern internals - but if anyone has any good sources for originals please let me know.
The bouncing rev counter and jerky speedo were traced back to a melted speedo cable; of course, an easy replacement wasn’t an option. Cue sending it away for a custom rebuild. And then there were the carbs. Slightly off-balance carbs don’t ruin the experience, but they’re like a shoe with a squeak - it nags at you until eventually you get a blister. A trip to Airey Tuning down in Hampshire revealed a carb whisperer who, armed with a rolling road and a well-honed ear, worked his magic. A quick twiddle here, a turn there, and the Escort was singing at 170bhp. He even marked the carbs so they don’t drift - which is handy, as this skill is getting rarer.
All fixed up, the Escort reminded me why it’s worth the hassle. A rainy trip to a colleague’s house delivered some of the best miles I’ve had in the car. Nimble, direct front-end, and sweetly balanced, it felt alive, and controllably sideways if my right foot extended a little too far. Until, of course, the windscreen wiper decided to exit stage left at speed. It’s not ideal to discover your wiper’s ineffectiveness just before it launches into a hedge. Fortunately, I rescued it later - bent and battered - and found replacements online.
The next big outing was the Silverstone Sunday Service. The Escort behaved itself on the way there - mostly. A stuttery start at the first fuel stop hinted at trouble, and on the way back, things escalated. Smoke from the bonnet isn’t a good sign, but a great guy Chris from the AA came to the rescue. A positive wire on the alternator had slowly worked loose from a poorly sized connector and fused itself to the casing, shorting out the car. A new cable with the correct connector and some tightening of the starter motor trigger wire solved the problem, although it was a reminder that I need time with the car sorting niggles till I go loose against the clock.
With the Escort running as it should I am keen to use it as much as possible to fine-tune the last of those niggles, so I’m turning my attention to winter-proofing. The kind folks at Lanoguard sent a kit to protect the AVO bodywork from salt and grime, which I’ll get on the car over Christmas and report on next time.
And what about the forests? That’s still the dream, but bubble arches and the MSA road rally regulations are not seeing eye to eye. This has ruled out some gentler competitive starts, historic road rallying or targas, to test the car out (if anyone knows of waiver events then ping me). The current plan is to get some seat time in sprints and hill climbs in the summer before rallying in winter next year. There are also a few things I have seen recently that may mean hitting a timed stage sooner. For now, though, the Escort is in good form. It’s a car that rewards effort, and while it doesn’t always make life easy, it’s never boring. Bring on the next adventure.
FACT SHEET
Car: 1971 Ford Escort Mk1 Twin Cam
Run by: RacingPete
On fleet since: April 2024
Mileage: 140 (though probably 50,000 if dials weren’t replaced)
Modifications: FIA Historic Group 2 Specification
As an owner of a restomod I absolutely sympathise with some of the frustrations, mines a daily so it can really be so but fixing something properly is deeply satisfying as it will in all likelihood stay fixed and the car in most instances will be permanently improved as a result.
Lovely car, great read.
Merry Christmas!
Crank case venting is also marginal and blow by will exacerbate leaks, again under hard use even with a healthy engine - a secondary breather in the cam cover helps ( a 'Hart' breather) and worth checking the rubber drain tube betwixt head and block is not obstructed or kinked when fitted.
Other than that careful 'stoning' both faces of the front cover before assembly helps with high spots and use of the correct sealants such as Permatex aviation gasket former also helps. But unfortuantley oil leaks are part of the 'character' of a Lotus TC
In terms of eligibility, have you tried asking for an ‘invitation’ entry? It basically means you run, but don’t score points or appear in results etc. not uncommon is historic circuit racing.
There are various untimed Retro events which can be entered, but these are not competitive. They would still be a lot of fun though.
If memory serves I think his daughter was married to a certain Derek Bell - or maybe I imagined that?
I think he is indeed still going but he's got to be well into his 70's or older by now.
I have an Elan Sprint, the twin cam engine is well known for leaking oil - in all manner of places. Plus all the electrical related issues associated with the ‘Prince of Darkness’ 1960’s Lucas gear !
All part of the joy of ownership as they say
Very much looking forward to reading about your future exploits.
Crank case venting is also marginal and blow by will exacerbate leaks, again under hard use even with a healthy engine - a secondary breather in the cam cover helps ( a 'Hart' breather) and worth checking the rubber drain tube betwixt head and block is not obstructed or kinked when fitted.
Other than that careful 'stoning' both faces of the front cover before assembly helps with high spots and use of the correct sealants such as Permatex aviation gasket former also helps. But unfortuantley oil leaks are part of the 'character' of a Lotus TC
Owned one many, many years ago here in Australia, boy could it motor, remember coming out of Sydney on the Hume Highway(duel lane highway) came upon a 351 cu in Ford Fairlane, fairly new at the time, cruised past at 120mph, & still accelerating, the guys in the Ford could not believe it, I was gone before they could even get near me! Great memories.Anyhow in regards to the head gasket issues when I purchased mine,engine was not running very well, valves or something was wrong.Had it repaired by an Alfa Romeo specialist,who also specialised in Lotus Twin cams. They actually araldited the head,that I believe solved the issue.
Abingdon also seems very popular for shakedown testing. Seen all sorts there on MSV days from Frontline MGBs, that nuts V8 mini and loads of sprint / tarmac rally cars.
but looking at another picture its in? why is it so high at the front? thats not good
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