Compared to its slower Super sport
sibling, the Mk1 XR2 is a bit of a bargain. Here's how to bag a good one
Tasty as it was, the Mk1 Fiesta Super sport
was little more than an appetizer for Ford's fast Fiesta main course - the XR2.
Even better, when Ford dished up the XR2 in
September 1981 it decided to go large in order to satisfy customers' appetite
for performance, garnishing the XR2 with the full-size Federal engine block
that USA-destined Fiestas received. Based on the 1598cc Kent, it also meant
that the XR2's motor could receive the tried and tested GT additions of a
hotter cylinder head and camshaft. Coupled with a 32/34 DFT Weber carb, the GT
upgrades helped the XR2 run to a top speed of 105 mph and sprint from 0-60mph
in 9.4 seconds.
Compared
to its slower Super sport sibling, the Mk1 XR2 is a bit of a bargain. Here's
how to bag a good one
Unsurprisingly, Ford tweaked the XR's
brakes and suspension to suit. Stopping power was enhanced with the ventilated
front discs and servo of the Escort 1.6 plus the use of larger 19 mm rear wheel
cylinders, while the handling won plenty of praise thanks to altered suspension
geometry, new damper settings and a ride height that was an inch lower than
'normal' Fiestas.
It was a good job that the XR2 drove well
because its exterior promised plenty. Wearing a similar arch and spoiler
package to that of the Super sport, the XR2 was made even more distinctive with
shaded body decals and the addition of Capri 2.8i-esque 6x13 inch alloy wheels.
Twin spot lamps also featured and for the first time on a European Fiesta there
were circular headlamps.
Inside, the XR's interior was a little more
subdued with Shark Grey sports seats, two-spoke steering wheel and the notable
additions of a 140 mph speedometer and rev counter, but it made a significant
contribution to what was a very attractive performance package.
It
was a good job that the XR2 drove well because its exterior promised plenty
In fact, such was the XR2's appeal that the
then chairman of Ford was rumored to forego his chauffeur-driven car for a
blast in one and although only a couple of hundred made it onto the road before
the end of 1981. When the XR2 bowed out with the rest of the Mk1 range little
more than two years later, nearly 20,000 had been sold.
It's still popular today, but ironically
it's now the XR2 that is seemingly giving second best to the slower Super sport
when it comes to desirability and value. However if you're searching for an Mk1
Fiesta that has the performance to match its looks, then X really does mark the
spot.
Steering & suspension
Vague steering and a clunking from the
front end over bumps Points to worn TCA bushes, while any wallowing or a crashy
ride is a telltale of tired springs and dampers. Rear radius arm bearings can
wear very quiddy and are a MoT fail - usual indications of wear are noises from
the back suspension over bumpy surfaces and uneven
Interior
Aside from their traditional weak spot of
the driver's seat side bolster, plus across the top of the rear bench, the
Shark Grey trim is reasonably resilient to wear, although its light shade means
it is susceptible to staining. Common to most Fords of this era, the dashboard
is prone to cracking across the top and in its corners, while parcel shelves
often collapse and good second-hand replacements are getting costly and scarce.
Replacement carpet is hard to find too, it only being shared with the Ghia.
The
Shark Grey trim is reasonably resilient to wear
Body
Visible rust is most likely in the front
wings, front panel, door bottoms, rear arches and fuel filler area, rear valance,
around the rear window and edge of the bonnet. Sunroof-equipped cars can also
get scabby around the aperture and be very wary of bubbling at the base of the
windscreen pillars. Hidden rust spots are behind the body kit, inner wings,
sills, floor pan including the boot floor - suspension mountings and bulkhead.
Replacement panels can be sourced, but boot
floors are getting very hard to find as are the correct XR2/Super sport
specific rear valance and unique front panel. However, a normal Mkt front panel
can be adapted to fit, although they're still a little tricky to track down and
are getting more expensive too. As an example, wings are commanding circa $375
for a NOS pair. Quality reproduction decal kits are readily available.
Brakes
Most XR2 brake problems are not an issue or
expensive, but do be wary of an iffy handbrake as the Mk1’s cable arrangement
can be tricky to adjust. Don't be alarmed by a slightly spongy pedal - it's an
unfortunate result of the transverse shaft linkage from the pedal to the servo
and master cylinder that was needed when switching the XR2 to right-hand-drive.
Engine
The 1598cc Kent isn't too susceptible to
bore and piston wear but still check for heavy breathing, high oil consumption
and smoking. Piston slap isn't unusual listen fora metallic 'clacking' noise from
cold that goes away as the engine warms as is noisy valve gear. A tired timing
chain is one cause, but more serious is rattling that points to split and
cracked camshaft followers. A reluctance to start can mean a faulty ignition
amplifier, but the Weber's auto choke can get sticky, upsetting idle and
starting.
The
1598cc Kent isn't too susceptible to bore and piston wear but still check for
heavy breathing, high oil consumption and smoking
Gearbox
The BC 'box might not be the slickest but
if gears don't select first time me then there's excessive play in the linkage.
A tired 'box will rumble with speed and listen for crunching indicating a worn
synchromesh. A non-working speedo together with leaking driveshaft oil seals
point to the diff's side bearings eying collapsed. The B5 we speed conversion
was once popular and if fitted, needs close inspection as it involves altering
the chassis rail and inner wing for the necessary clearance.
Electrics
Poor connections and aged, botched wiring
cause most electrical headaches. Rear lights are shared with lesser models but
genuine spot lamps, which tend to corrode from the inside, are hard to replace
and the unique headlamps are now costing $150 apiece. They're not the easiest
to find either, but some owners have successfully adapted the similar-sized
Volkswagen Golf headlights as an alternative.
Poor
connections and aged, botched wiring cause most electrical headaches
Tech spec
Body: Three-door
hatchback, pressed steel monocoque
Engine: 1598cc,
four cylinders, transverse, 84 bhp @ 5500 rpm, two valves per cylinder, single
camshaft, overhead valves, pushrods and rockers, Weber dual-choke DFT
carburetor, 91 lb.ft torque @ 2800 rpm
Gearbox: Four-speed
manual, all-synchromesh
Suspension: Front:
independent by MacPherson struts, coil springs and telescopic dampers Rear:
dead beam axle, coil springs, radius arms, Panhard Rod, telescopic dampers, 14
mm anti-roll bar
1598cc,
four cylinders, transverse, 84 bhp @ 5500 rpm
Steering: Rack-and-pinion,
3.0 turns lock-to-lock
Brakes: Hydraulic
with vacuum servo assistance Front: 9.44 inch vented discs Rear: 7 inch drums
Wheels and tires: Four-perforation cast alloys 6Jx13 inch alloys, 185/60HR13 tires
Performance: Maximum speed: 105 mph 0-60 mph: 9.4 seconds
