Longest ownership and still yours
Discussion
texaxile
Thank you for your kind remarks.
To answer your question (rather than intending to hijack the thread), the Ford Rallye Sport Parts Catalogue at the time comprised 60 pages and 15 sections of (often somewhat expensive) items for you to buy for your Escort, Capri and Fiesta. The engine assembly to Group One (race/rally) specification in factory-built 2-litre (1993cc) capacity (there were (3-litre Essex) Capri and Fiesta engine upgrades as well but only in kit form) was based on the Pinto unit fitted as standard to the RS2000 but came with a big-valve cylinder head assembly with improved profile design camshaft and drilled oilways with individual oilflow to each lobe, a cylinder block assembly with selected pistons increasing the compression ratio to 9.4:1, twin 44IDF Weber carburettors on a cast alloy inlet manifold (the matching (and now very rare) air cleaner box was a separate additional option - which I bought), a heavy duty clutch and an increased capacity oil filter plus various other minor odds and ends (including the now equally rare extended dipstick and tube and bracket to clear the airbox and carb set up) to fit into the standard car. Being then unaware of the unpublicised (at least to me) existence of a Group One specification exhaust manifold which looked exactly the same externally as the standard RS item but which had a larger internal bore (you'll work out for yourself how the advantage of that could bypass homologation regulations without anyone knowing), I also added a four-branch Janspeed exhaust manifold, Bilstein rear shock absorbers and a Group One ventilated disc brake kit.
The publicity material stated that the engine modifications resulted in an increase in power from the basic 110bhp (in RS2000 guise - but less in other applications, of course) to a massive (?) 132bhp. Oh my word. In fact, it was (perhaps apocryphally) alleged that the increase was to an even headier (?) 145bhp (at the flywheel) but that this was not advertised in case it frightened the insurance market. What different times when it came to whatever the output.
Five or six years after production of the Mark II Escort had itself actually ceased, I was offered (by a well-respected RS dealership) what I was told (by my highly reliable and enormously knowledgeable contact) were the last six original engine units which were then still available. Probably rather unfortunately, but there you are, more than just one was beyond my means. And five extra ones would have presented me with a slight storage problem anyway...
Northern Sky
Stick with it. In every respect.
In fact, you have more in common with me than you could have known, because whilst being neither 28, an avid frequent purchaser, nor a collector as such but simply a bit of a long-time enthusiast, by way of our return to the two-seater convertible market for the first time since we had parted with our Austin Healey "frogeye" Sprite (SUN 710 now apparently on a rather more prosaic 2012 Mondeo and so its former bearer presumably long gone) in the later 1960s, the first-registered in September 2002 Honda (below) was purchased by my Wife and I from its one previous (main dealer) registered keeper in June 2003, and we still have that one as well.
Thank you for your kind remarks.
To answer your question (rather than intending to hijack the thread), the Ford Rallye Sport Parts Catalogue at the time comprised 60 pages and 15 sections of (often somewhat expensive) items for you to buy for your Escort, Capri and Fiesta. The engine assembly to Group One (race/rally) specification in factory-built 2-litre (1993cc) capacity (there were (3-litre Essex) Capri and Fiesta engine upgrades as well but only in kit form) was based on the Pinto unit fitted as standard to the RS2000 but came with a big-valve cylinder head assembly with improved profile design camshaft and drilled oilways with individual oilflow to each lobe, a cylinder block assembly with selected pistons increasing the compression ratio to 9.4:1, twin 44IDF Weber carburettors on a cast alloy inlet manifold (the matching (and now very rare) air cleaner box was a separate additional option - which I bought), a heavy duty clutch and an increased capacity oil filter plus various other minor odds and ends (including the now equally rare extended dipstick and tube and bracket to clear the airbox and carb set up) to fit into the standard car. Being then unaware of the unpublicised (at least to me) existence of a Group One specification exhaust manifold which looked exactly the same externally as the standard RS item but which had a larger internal bore (you'll work out for yourself how the advantage of that could bypass homologation regulations without anyone knowing), I also added a four-branch Janspeed exhaust manifold, Bilstein rear shock absorbers and a Group One ventilated disc brake kit.
The publicity material stated that the engine modifications resulted in an increase in power from the basic 110bhp (in RS2000 guise - but less in other applications, of course) to a massive (?) 132bhp. Oh my word. In fact, it was (perhaps apocryphally) alleged that the increase was to an even headier (?) 145bhp (at the flywheel) but that this was not advertised in case it frightened the insurance market. What different times when it came to whatever the output.
Five or six years after production of the Mark II Escort had itself actually ceased, I was offered (by a well-respected RS dealership) what I was told (by my highly reliable and enormously knowledgeable contact) were the last six original engine units which were then still available. Probably rather unfortunately, but there you are, more than just one was beyond my means. And five extra ones would have presented me with a slight storage problem anyway...
Northern Sky
Stick with it. In every respect.
In fact, you have more in common with me than you could have known, because whilst being neither 28, an avid frequent purchaser, nor a collector as such but simply a bit of a long-time enthusiast, by way of our return to the two-seater convertible market for the first time since we had parted with our Austin Healey "frogeye" Sprite (SUN 710 now apparently on a rather more prosaic 2012 Mondeo and so its former bearer presumably long gone) in the later 1960s, the first-registered in September 2002 Honda (below) was purchased by my Wife and I from its one previous (main dealer) registered keeper in June 2003, and we still have that one as well.
Not sure if this counts or not, but the car is too old to have just been owned by me!
My grandfather was the second owner of the 1934 Morris 8 that I'm the current custodian of, and he purchased it in 1938/9.
It then passed to my father, so it's been in the family for 80 years. Just getting it restored for the second time
My grandfather was the second owner of the 1934 Morris 8 that I'm the current custodian of, and he purchased it in 1938/9.
It then passed to my father, so it's been in the family for 80 years. Just getting it restored for the second time
js68 said:
1969 XJ6 bought from the original owner in 1998 - won’t be selling ever...
My dad had one of the first Mk 1 4.2 XJ6's in the North of England in January 1969. (Pale Blue)Everywhere he parked it, it drew a crowd around it peering through the windows and there were notes on his windscreen offering him £500 over list. (It was £2200)
RS2KOHC said:
texaxile
Thank you for your kind remarks.
To answer your question (rather than intending to hijack the thread), the Ford Rallye Sport Parts Catalogue at the time comprised 60 pages and 15 sections of (often somewhat expensive) items for you to buy for your Escort, Capri and Fiesta. The engine assembly to Group One (race/rally) specification in factory-built 2-litre (1993cc) capacity (there were (3-litre Essex) Capri and Fiesta engine upgrades as well but only in kit form) was based on the Pinto unit fitted as standard to the RS2000 but came with a big-valve cylinder head assembly with improved profile design camshaft and drilled oilways with individual oilflow to each lobe, a cylinder block assembly with selected pistons increasing the compression ratio to 9.4:1, twin 44IDF Weber carburettors on a cast alloy inlet manifold (the matching (and now very rare) air cleaner box was a separate additional option - which I bought), a heavy duty clutch and an increased capacity oil filter plus various other minor odds and ends (including the now equally rare extended dipstick and tube and bracket to clear the airbox and carb set up) to fit into the standard car. Being then unaware of the unpublicised (at least to me) existence of a Group One specification exhaust manifold which looked exactly the same externally as the standard RS item but which had a larger internal bore (you'll work out for yourself how the advantage of that could bypass homologation regulations without anyone knowing), I also added a four-branch Janspeed exhaust manifold, Bilstein rear shock absorbers and a Group One ventilated disc brake kit.
The publicity material stated that the engine modifications resulted in an increase in power from the basic 110bhp (in RS2000 guise - but less in other applications, of course) to a massive (?) 132bhp. Oh my word. In fact, it was (perhaps apocryphally) alleged that the increase was to an even headier (?) 145bhp (at the flywheel) but that this was not advertised in case it frightened the insurance market. What different times when it came to whatever the output.
When I first passed my test and joined my local motor club in 1980, one of the guys there who was a solicitor (and became mine later on) had a black T-reg RS2000, which he had bought new, and had fitted by dealer at delivery the full Group 1 package, engine, suspension, LSD etc. He kept that car in mint condition up into the mid 1990's before selling it and buying a brand new TVR 350i.Thank you for your kind remarks.
To answer your question (rather than intending to hijack the thread), the Ford Rallye Sport Parts Catalogue at the time comprised 60 pages and 15 sections of (often somewhat expensive) items for you to buy for your Escort, Capri and Fiesta. The engine assembly to Group One (race/rally) specification in factory-built 2-litre (1993cc) capacity (there were (3-litre Essex) Capri and Fiesta engine upgrades as well but only in kit form) was based on the Pinto unit fitted as standard to the RS2000 but came with a big-valve cylinder head assembly with improved profile design camshaft and drilled oilways with individual oilflow to each lobe, a cylinder block assembly with selected pistons increasing the compression ratio to 9.4:1, twin 44IDF Weber carburettors on a cast alloy inlet manifold (the matching (and now very rare) air cleaner box was a separate additional option - which I bought), a heavy duty clutch and an increased capacity oil filter plus various other minor odds and ends (including the now equally rare extended dipstick and tube and bracket to clear the airbox and carb set up) to fit into the standard car. Being then unaware of the unpublicised (at least to me) existence of a Group One specification exhaust manifold which looked exactly the same externally as the standard RS item but which had a larger internal bore (you'll work out for yourself how the advantage of that could bypass homologation regulations without anyone knowing), I also added a four-branch Janspeed exhaust manifold, Bilstein rear shock absorbers and a Group One ventilated disc brake kit.
The publicity material stated that the engine modifications resulted in an increase in power from the basic 110bhp (in RS2000 guise - but less in other applications, of course) to a massive (?) 132bhp. Oh my word. In fact, it was (perhaps apocryphally) alleged that the increase was to an even headier (?) 145bhp (at the flywheel) but that this was not advertised in case it frightened the insurance market. What different times when it came to whatever the output.
darkyoung1000 said:
Not sure if this counts or not, but the car is too old to have just been owned by me!
My grandfather was the second owner of the 1934 Morris 8 that I'm the current custodian of, and he purchased it in 1938/9.
It then passed to my father, so it's been in the family for 80 years. Just getting it restored for the second time
Epic...... My grandfather was the second owner of the 1934 Morris 8 that I'm the current custodian of, and he purchased it in 1938/9.
It then passed to my father, so it's been in the family for 80 years. Just getting it restored for the second time
End the thread
aeropilot said:
darkyoung1000 said:
Not sure if this counts or not, but the car is too old to have just been owned by me!
My grandfather was the second owner of the 1934 Morris 8 that I'm the current custodian of, and he purchased it in 1938/9.
It then passed to my father, so it's been in the family for 80 years. Just getting it restored for the second time
Epic...... My grandfather was the second owner of the 1934 Morris 8 that I'm the current custodian of, and he purchased it in 1938/9.
It then passed to my father, so it's been in the family for 80 years. Just getting it restored for the second time
End the thread
Hope to be back on the road next year!
You get two for the price of one in this photo.
Car on the right is my dad's Austin 7 box saloon OY 8166 bought by him in 1963. Currently being used as his daily driver, but in between has been used for various John O'Groats to Land's End in the 1960s & 70s, competing in trials like the Land's End in the 1970s and then competing in and winning 750MC Austin racing series in the 1980s, (while heavily supercharged...)
Car on the left was bought in 1965 for spares and was then made into an Austin Ulster replica in the 1970s, then raced & hillclimbed in various events. Given to me (and wife) as our wedding present and currently in my garage awaiting some engine repairs.
Neither will be leaving the family any day soon!
Car on the right is my dad's Austin 7 box saloon OY 8166 bought by him in 1963. Currently being used as his daily driver, but in between has been used for various John O'Groats to Land's End in the 1960s & 70s, competing in trials like the Land's End in the 1970s and then competing in and winning 750MC Austin racing series in the 1980s, (while heavily supercharged...)
Car on the left was bought in 1965 for spares and was then made into an Austin Ulster replica in the 1970s, then raced & hillclimbed in various events. Given to me (and wife) as our wedding present and currently in my garage awaiting some engine repairs.
Neither will be leaving the family any day soon!
darkyoung1000 said:
Not sure if this counts or not, but the car is too old to have just been owned by me!
My grandfather was the second owner of the 1934 Morris 8 that I'm the current custodian of, and he purchased it in 1938/9.
It then passed to my father, so it's been in the family for 80 years. Just getting it restored for the second time
Wow, can't really beat that, but my father-in-law purchased this Lagonda when he was about 18 years old back in 1950 from his then school master.................My grandfather was the second owner of the 1934 Morris 8 that I'm the current custodian of, and he purchased it in 1938/9.
It then passed to my father, so it's been in the family for 80 years. Just getting it restored for the second time
I reckon he must have cut quite a dash as a teenager driving a 1930 2-litre supercharged open top tourer as his main car in the 1950s.
Now in his 80s he can't drive it like he used to so my wife has taken custody of the vehicle and it gets used almost every week.
Having owned the car for over 60 years his knowledge of its engineering, construction and quirks is quite astonishing. If I phone him up to say there is a problem with the Lagonda and it has started doing "x" he invariably knows the cause and the solution. And can provide some very detailed instructions including descriptions of just about every nut and bolt on the car, all from memory.
RS2KOHC said:
My Wife and I had been married for almost ten years in February 1977, but by then, even with Halifax Building Society and a young Son to support, we just about managed to afford our February 1976 built/May 1976 registered one-previous-owner Mark II RS2000. Used for a while as a daily driver and fitted at 16301 miles in June 1986 with what was believed to be one of the last (if not the last) fully-dressed genuine Fomoco Group One engines which had for a while been available as a dealer fit option, it remains unrestored and not only do we still have it, but also each other as well. 
Well done on keeping the RS. I have been very fortunate in owning many now desirable cars over the years, but like most had to sell them on to pay for the next one on my wish list.Longest I ever owned a car was my Escort Cosworth, 10 years I think!
Back to the RS, my Dad bought this in 1979, a genuine X pack, it was Brian Hendy’s own car, Dad persuaded him to sell it. If had one of those “off the shelf” Group one engines in it the same as you have, TBH I think the power claims were a bit optimistic, it was barely faster than standard but drank a lot more fuel!
Long story short, the car got stolen, later recovered and turned into a flat front. Then a pukka Neil Brown engine conversion which made it go a lot faster
Pics are also at Goodwood
PS ROW 10S is still around I believe but now painted white.
I love these stories! they're great - need to see more pictures of that Morris 8 though!!
My wifes' Grandfather was in the Royal Engineers during WWII. After he left the army he started working on cars and doing them up and he eventually opened a Garage in Leek, Staffordshire. He ran several A30/35's over the years. He had a little black 1958 A35 for a few years and when his daughter (my wifes mother) turned 18 and passed her test, the car was given to her. She took it all over the place and used it as her main car for many years. My wife remembers going out in it all the time as a child and doing the paper round in it!
She still owns the car today and has had it for over 45years. It was off the road for about 15 years, but is having a sympathetic rolling restoration (2 years so far!).
It has lived outside its whole life, but once I've cleared a car from my garage (next summer hopefully) it will hopefully be coming to live with us and have the full care and attention she deserves!
Mechanically, it is VERY original and has all matching original numbers!
In terms of monetary value, she's probably only worth a few thousand pounds. But sentimental value is priceless!
IT WILL NEVER BE SOLD.
My wifes' Grandfather was in the Royal Engineers during WWII. After he left the army he started working on cars and doing them up and he eventually opened a Garage in Leek, Staffordshire. He ran several A30/35's over the years. He had a little black 1958 A35 for a few years and when his daughter (my wifes mother) turned 18 and passed her test, the car was given to her. She took it all over the place and used it as her main car for many years. My wife remembers going out in it all the time as a child and doing the paper round in it!
She still owns the car today and has had it for over 45years. It was off the road for about 15 years, but is having a sympathetic rolling restoration (2 years so far!).
It has lived outside its whole life, but once I've cleared a car from my garage (next summer hopefully) it will hopefully be coming to live with us and have the full care and attention she deserves!
Mechanically, it is VERY original and has all matching original numbers!
In terms of monetary value, she's probably only worth a few thousand pounds. But sentimental value is priceless!
IT WILL NEVER BE SOLD.
Edited by Ambleton on Monday 17th December 12:30
ClaphamGT3 said:
Owned this baby since February 1989
My father has a Landrover Series II 109" that he has owned since new in 1969 and a 1979 Jaguar XJ-S that he has had since it was a year old. The Landy is just a farm vehicle now but the Jaguar is still in very regular use and is nudging up to 400k miles
Thats impressive! any photos of the XJ-S?My father has a Landrover Series II 109" that he has owned since new in 1969 and a 1979 Jaguar XJ-S that he has had since it was a year old. The Landy is just a farm vehicle now but the Jaguar is still in very regular use and is nudging up to 400k miles
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