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The Project
This RS Turbo arrived at our workshop in March 2025 for the interior and trim fitting to be completed.
13th March 2025: The car was restored and painted elsewhere but we are completing the rebuild and this will start very soon.
21st January 2026: The interior and exterior have now been reassembled and trim added, so the car is now ready for the owner to collect.
> More updates to follow.
Following its arrival in late 1967, the Escort became one of Ford’s best-selling models.
During the next 13 years, over three million were sold, initially in Mk1 trim (1967 to 1974) and then as the Mk2 (1974 to 1980).
In addition to the somewhat mundane variants that made up the bulk of production, Ford also offered Mk1 and Mk2 Escorts in high performance RS specification. Cars like the RS1600, RS2000, RS1800 and RS Mexico became highly sought after and were frequent winners in competition.
By the late 1970s, the Mk2 Escort was beginning to show its age. To replace it, Ford developed the all new Mk3.
Unlike the rear-wheel drive Mk2, which used the same antiquated live rear axle as its predecessor, the Mk3 was front-wheel drive and had fully independent suspension all round. It was launched in September 1980 and proved extremely popular.
A sporty XR3 variant was offered from the outset. However, it was the RS1600i Group A homologation special produced from September 1981 that really got the hardcore drivers excited.
The RS1600i was created principally to allow a series of performance modifications for racing. It came with uprated suspension, a tuned engine and revised aero pack. The RS1600i ultimately proved so popular that Ford sold over 50% more than was needed for acceptance in Group A.
Unfortunately, in a sporting sense, the RS1600i achieved relatively little. Aside from the cars prepared for the British Touring Car Championship by Richard Longman, the RS1600i was a bit of a dud.
To replace it, Ford quickly developed what they hoped would be a more effective successor: the RS Turbo.
By adding forced induction, it was expected that competition variants would be able to produce between 250bhp and 300bhp whereas the RS1600i had struggled to top 200bhp.
The RS Turbo was another Group A homologation special which meant, to qualify, 5000 production cars would have to be built within a twelve month period. Once approved by the FIA, Ford anticipated the RS Turbo would be competitive in both circuit racing and rallying.
Notably, the RS Turbo was the first small Ford to come with a turbocharger. It also featured an advanced viscous-coupling limited-slip differential as standard.
After several delays, the RS Turbo was finally launched in October 1984. Production started in December and the car went on sale in early 1985.
Assembly took place at Ford’s Saarlouis plant in Germany. The RS Turbo was available exclusively as a three-door Hatchback and officially only came in one colour: Diamond White.
Chassis: As per the RS1600i, the RS Turbo was based upon the standard Mk3’s pressed steel bodyshell. The wheelbase was 2393mm.
With the exception of the sporty glassfibre add ons, steel body panels were used throughout.
Suspension was largely imported from the RS1600i, which had itself been uprated with a view to competition use.
At the front, Ford employed MacPherson struts, TCA tie rods and a special aluminium crossmember. The back end incorporated transverse arms (with reinforced rubber bushes), separate coil sprung dampers and longitudinal tie bars.
Unlike the RS1600i, the RS Turbo came with anti-roll bars at both ends; the one at the front was 16mm thick and the one at the rear measured 12mm.
Compared to the XR3/XR3i, both the RS1600i and RS Turbo featured lower spring platforms and Koni adjustable dampers all round. Ride height was nearly an inch lower as a result.
Both RS models shared the same 240mm ventilated front disc brakes, but the rear drums were enlarged from 180mm to 203mm for this latest variant. A dual circuit brake system came with servo-assistance as standard.
The RS Turbo used the RS1600i’s handsome 15 x 6-inch seven spoke light alloy wheels which were originally shod with Dunlop tyres.
A 40-litre fuel tank from the standard Escort was located underneath the boot floor.
Engine / Gearbox: The CVH engine used in the Mk3 Escort was a water-cooled, naturally aspirated inline four with wet-sump lubrication, a single overhead camshaft and two valves per cylinder. As per every production Mk3, the motor fitted to the RS Turbo was mounted transversely.
Displacement was 1597cc thanks to a bore and stroke of 79.9mm and 79.5mm respectively.
For this latest Escort hot rod, a Garrett AiResearch T3 turbocharger was allied to an XR3i engine with a lower compression ratio (8.3:1 as opposed to 9.5:1). By contrast, compression for the normally aspirated RS1600i had been 9.9:1.
The RS Turbo’s aluminium alloy head was further modified with a special camshaft and enlarged sodium-filled exhaust valves. New flat-top pistons were also fitted.
Electronic ignition combined with the turbocharger, the intercooler and Bosch KE Jetronic fuel-injection to yield a very useable increase in power and torque. Peak output was 132bhp at 6000rpm and 133lb-ft at 3000rpm.
However, these figures belied the fact that Ford configured the turbo to increase performance at the kind of low engine speeds commonly used under normal driving conditions.
For comparison, the outgoing RS1600i produced 115bhp at 6000rpm and 107lb-ft at 5250rpm.
The five-speed gearbox fitted to the RS Turbo was different to the XR3i in several respects. Most notably, it came with a stiffer casing and a 4.27:1 instead of 4.29:1 final drive ratio.
Transmission was via a unique viscous-controlled limited-slip differential; the RS Turbo was the first front-wheel drive car to use this compact type of design instead of a conventional mechanical LSD.
Bodywork: Cosmetically, the RS Turbo adopted the burgeoning trend for body colour instead of matt black trim. The front grille, bumpers, wheelarch extensions, skirts, spoilers and exterior mirrors were all painted Diamond White to match the rest of the car.
The RS Turbo’s deep front spoiler, fender flares and skirts were brand new. The rear spoiler was lifted from the XR3i.
RS Turbo decals were added to the tailgate and front fenders. Down each flank was a fashionable graduated stripe.
Carello spot lights were fitted as standard.
With its flashy white paint, stripe kit and brawny plastic add ons, the Escort RS Turbo was a real thing of its time.
Interior: Trimmed in a combination of Monza and Cashmere fabric.
Recaro LS bucket seats with blue centre piping were fitted as standard along with a new three-spoke steering wheel.
The grey plastic dash featured a rectangular instrument binnacle directly behind the steering wheel and a modern central console that joined up with the gear lever.
Instrumentation comprised a 7000rpm tach and 140mph / 220kmh speedometer. In between were small vertical read outs for water temperature and fuel. Above and below these were a variety of warning lights. The ventilation controls were housed on the left-hand side of the instrument binnacle. Most of the switchgear was located on the knee roll behind the steering wheel.
The audio equipment was located underneath the fresh air vents at the top of the centre console. Below that was an ashtray, a couple of storage compartments and a cassette holder.
13th March 2025
21st January 2026
Are you ready to start your restoration journey with us?
- 01833 630 011
- 07973 616 478