Antique Tractors John Deere - Model A; Marshall - Field Marshall; Fordson - Model N

Antique Tractors

Do you remember owning one of the antique tractors featured below? Maybe you've recently restored one, or perhaps you collect diecast models or brochures of them. Please leave a comment below.

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This guide features several major tractor manufacturers in the years around WW2 and just after. The Second World War created an enormous impetus for tractor growth and Britain at this time relied heavily on the import of American tractors in addition to its home produced models, such as David Brown and Fordson.

David Brown - VAK I

The David Brown company of Huddersfield, Yorkshire, became the first company to build tractors incorporating the Ferguson system, launching in 1936 the Ferguson Model A, or Ferguson-Brown. The first version of this tractor was powered by a British Coventry Climax engine rated at 18-20bhp. It had three forward gears with one reverse and independent wheel brakes. Sales were uninspiring and the Ferguson/Brown partnership broke up in 1939, after Ferguson took one of their tractors to America to gain the interest of Henry Ford, and David Brown decided to manufacture a new tractor with the extra power which farmers appeared to demand. This model became the VAK I and was the first in a series of tractors that achieved outstanding commercial success. The tractor interests of the David Brown Corporation were taken over in 1972 to join Case as part of the Tenneco organisation.

Case - Dex

J.I. Case increased their production capacity by buying Rock Island Plow Co in 1937, the former makers of the Heider and Rock Island tractors. Then in 1939 they introduced the new streamlined D and R followed by S, LA and V ranges, with the identifying colour schemes of Flambeau Red. The three-plough capacity model D came with a number of options, such as row-crop (DC) and orchard (DO) and had a mechanical implement lift. Rated at 26-32hp with Case's own engine, it was joined by the smaller S and Continental-engined V in the early years of the war and by a new 4/5 plough model, the model LA, in 1941. The full range of Case D models were D, DC3 (tricycle), DC4 (wide axle), DEX (hybrid), DO, DV (vineyard) and DR (rice).

Caterpillar - D2

Few tractor names are better known than Caterpillar. From their beginnings in 1904 their speciality has always been track-laying or crawler tractors. The Caterpillar D2 was introduced specifically for agricultural used in 1938. It could handle a three/four furrow plough and was powered by a four-cylinder diesel engine of 26 drawbar and 32 belt horsepower. Speeds of up to 5mph were possible in top (fifth) gear. An interesting feature of the Caterpillar was that it used a horizontally-opposed, twin-cylinder, 10hp petrol engine as a starter motor. Known as a "donkey" starter, these were standard on all Cat diesels. In addition to overcoming the problem of unreliable starting they also kept wear on the engine to a minimum when starting cold.

John Deere - Model A

An early tractor of some note was the Waterloo Boy, which first appeared in 1912 as the progeny of the Waterloo Gasoline Engine Company of Iowa. It was known in Britain as the Overtime and offered 12-25hp with two forward gears plus one reverse. Following a take-over in 1918, the company adopted the name John Deere. The first "real" John Deere tractor was the Model D, which was produced between 1923 and 1952. The longest running of any tractor model it used the familiar John Deere two-cylinder horizontal engine, a feature of all the company's products right up until 1962. Lend Lease schemes during WWII led to the arrival in Britain of many John Deere tractors, they soon gained a reputation for robustness and reliability.

Marshall - Field Marshall

The Marshall M tractor was replaced in 1945 by the Marshall Series I, which featured a differential lock to give maximum traction in difficult conditions. The Series II was produced from 1947 to 1949 and was equipped with steering brakes, which were operated via levers beside the rear wings. The final versions were the Series III from 1949 and 1952 and the IIIA from 1952 to 1957. All used Marshall's well known single-cylinder two-stroke diesel engine. The massive 6 1/2 -inch bore piston travelled through a 9-inch stroke and its audible detonation led to the Marshall's nickname of the "Pom-Pom" tractor. Tracked versions of the Marshall were also marketed under the Fowler name.

Fordson - Model N

It was Henry Ford who made the real breakthrough with cheap mass-produced tractor power. Production of his Model F Fordson started in 1917 at Dearborn, Michigan and it became the most successful tractor ever built with the production totals reaching nearly 750,000 by the late 1920s, when the first major design changes were made. The Model N became the replacement for the Model F, production moving in 1928 to Cork, Ireland and shortly thereafter to Dagenham, Essex. At the start of WW2, tractor production in Britain was almost wholly Fordson, the N having a near monopoly since moving to Dagenham. Apart from imported tractors, the only possible competition were the Marshall M and the David Brown VAC-1, most of the others having ceased production.

Ferguson - TE

Harry Ferguson made his comeback in 1946 with the TE, or Gray Fergie as it was to become known. He had hoped that his tractor would be made by Ford at Dagenham, but it became obvious that this would not happen and he had to look elsewhere. A war surplus factory in Coventry owned by the Standard Motor Company was available, so Ferguson reached an agreement with Sir John Black of Standard to manufacture a British Ferguson similar to the Ford 9N. Lacking a suitable engine, Ferguson initially imported the Continental Z-120 engine for fitment into the TE, but this was replaced in 1947-8 by the Standard engine. The Gray Fergie became one of the world's best known tractors, selling worldwide and even going to the South Pole with Sir Edmund Hillary's Antarctic expedition.

International Harvester - Farmall H

The American company, International Havester, was formed through the merging of McCormick and Deering in 1902. Responsible for two of the most famous early tractor series, the Titan and the Mogul, IHC became of the world's leading tractor producers during these early years. They had exported 3,500 Titans and a smaller number of Moguls to Britain by 1920, backing them up with service and spares. International Harvester had hoped to start tractor production in Britain and had built a factory at Doncaster in Yorkshire, but on the outbreak of war it was taken over for war production. Various IHC models were exported to Britain during the war years with the H and the M being the most popular models, long-lasting and well suited to British needs.

Massey-Harris - Pacemaker & Challenger

The Massey-Harris Pacemaker and Challenger tractors were introduced in 1936. As a development of the company's U-framed tractor series, both models were based on the MH 12-12. Engine modifications increased output to 17bhp at the drawbar or 27bhp on the belt and a new four-speed transmission was now fitted. The Pacemaker was the standard design and the Challenger was the first Massey-Harris row-crop model, with a high-clearance frame and rear-wheel adjustment. In 1938, updated versions of the Pacemaker and Challenger were introduced with a completely new look, with the familiar lines of the old Wallis series being replace by a more fashionable rounded styling. Massey-Harris called the new tractor the Steam-lined Pacemaker and gave it a bright red finish.

Thank you for reading my guide and I hope you found it interesting!

Triumph TR Cars TR2, TR3, TR3A, TR4, TR4A, TR5, TR6, TR7

What is your favourite car? Please leave a comment below. Maybe your fav car is a classic TR triumph.

Triumph TR Car Series

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This guide features the Triumph TR models.

Triumph TR2

Designed as a moderately priced basic sports car, the Triumph TR2 in production form, was unveiled to the public at the London Motor Show of 1953. The TR2 was built mainly from Standard and Triumph components already available and sold for a very competitive £555. Fitted with a two-litre (121cu.in) overhead valve engine developing 90bhp at 4,800rpm, the top speed for the overdrive model was 107mph (172km/h). 0-60mph (0-96km/h) took around 12 seconds. Other noteworthy features of the Triumph TR2 were the exceptional fuel economy (an average of 34mpg), and the car's first-rate weather equipment, with neat hood and close fitting side-screens. For a while the Triumph TR 2 was the world's lowest priced 100mph (161km/h) sports car.

Triumph TR3A

The first TR3 came off the Canley line in October 1955 and in reality was little different from the TR2 it replaced. It used the famous Triumph "wet liner" engine of 1,991cc (121cu.in.) capacity, which fitted with twin SU carburettors produced 95bhp at 4,800rpm. For the hard-driving sporting motorist on a limited budget, the car was unbeatable. It gave snappy acceleration and a genuine 100mph (161km/h) plus capability, which coupled with safe and predictable handling made it an ideal vehicle for private competitors, both in racing and rallying. August 1956 saw several changes, including the fitting of: front disc brakes, a more modified engine (100bhp), a stronger rear axle and a full width front grille. Although popularly referred to as the TR3A, the car was never known as such by the factory.

Triumph TR4A

The TR4, when it was introduced in 1961 broke new ground for Triumph. Whereas the TR2 / TR3 / TR3A range had been strictly conventional in body layout, the Mitchelotti-styled TR4 was much more masculine in appearance with slab sides and a squared-off tail. It broke the traditional sports car ethos and heralded the arrival of the 1960's generation. Wind-up windows and face-level ventilation made it better equipped than previous TRs and it was the first car to have a removable-roof type hard top, later credited to Porsche in its Targa form on the 911s. The TR4 used a four-in-line unit of 2138cc (130cu.in.) water cooled and consisting of a cast iron block and cylinder head. Acceleration from 0-60mph took 9.8 seconds with a maximum speed of 104mph (167km/h).

Triumph TR5

The quest for more performance inevitably led Triumph from four to six cylinder engines and as a direct result the TR5 PI was introduced in 1968. Retaining the basic seven year old body shape of the TR4, the new model was powered by a six-cylinder fuel-injected (a first for a British production car) engine of 2,498cc (152cu.in.) capacity. This six-cylinder boasted a maximum power output of 150bhp at 5,500rpm, which made the 5 easily the fastest TR yet, capable of a top speed of 117mph (188km/h) and 0-60mph (0-96km/h) in just 8.1 seconds. Basically an interim model, the newly introduced TR5 failed to catch the public's imagination and sadly there were to be a total of only 2,947 examples built before being replaced by the TR6 in the November of 1968.

Triumph TR6

Styled by Karmann of Germany, the last of the traditional Triumph sports cars, the TR6, was produced between November 1968 and February 1975. The TR6 was to be the last in a line of cars that could trace ancestry directly back to the TR4 of 1961. The TR6 utilized the chassis of the TR4A and the engine of the TR5 and naturally some onlookers suggested the car offered little new. Despite the criticisms, the TR6 sold readily with 94,619 examples being produced, most going for export. Performance was excellent from the lusty 2,498cc capacity (152cu.in.), fuel injected six-cylinder engine and even by the end of the production in the mid-seventites, 0-60mph (0-96km/h) in 8.2 seconds was still more than a match for most of its competitors.

Triumph TR7

The TR7's six year career began in January 1975 after Triumph beat MG in a design competition to produce the all-new British Leyland sports car. Carrying the TR name and linking itself with an illustrious group of forbears was perhaps unfortunate, for in reality it was a vehicle from another era of automotive manufacture. Thoroughly modern in appearance with a clean, crisp shape, it did not appeal to the Triumph traditionalists despite being the best handling TR of all time and the most comfortably and comprehensively equipped. A convertible option was offered from 1979, and today these are the most desirable models. Production of the TR7 ended in October 1981 making it the last Triumph sports car ever to be produced.

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Triumph Spitfire GT6,Vitesse, Herald, Mk4 / 1500, Mk3, Mk2, Mk1

Do you remember owning a classic Triumph Spitfire car? Maybe you've recently restored one, or perhaps you collect diecast models or brochures of them. Please leave a comment below.

Triumph Spitfire ( GT6 / Herald / Vitesse )

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This guide celebrates the Triumph Spitfire, GT6, Herald and Vitesse models.

Triumph Spitfire Mk1 and Mk2

The Spitfire made its debut at the London Motor Show in October 1962. With chassis and mechanics derived largely from the Triumph Herald and body styling by Michelotti, it was an immediate success. Longer, leaner and better looking than its main competitors, the Austin Healey Sprite and MG Midget, the Spitfire had some definite advantages, although it was slightly higher priced at £641 when new in 1963. From March 1965 the Mk 2 became available. It featured a slightly more powerful engine and a higher level of trim, but was identical externally to the Mk 1, differing only in the style of the grille mesh.

Triumph Spitfire Mk3

The Spitfire Mk 3 became available from 1967 and represented a number of substantial improvements. The most important of these was the increase in engine capacity to 1296cc, which raised the power output to 75bhp and improved the overall performance of the car. 0-60mph now took 14.5 seconds and coupled with a top speed of 95mph the model was comfortably ahead of the competition. From a styling point of view the MkIII featured a raised bumper blade, several inches higher than before and partly obscuring the radiator entry duct. In addition, the soft top became permanently fitted and the inside of the car more tastefully equipped.

Triumph Spitfire Mk4 / 1500

Featuring better handling and a smoother style, the Spitfire Mk 4 arrived in 1970. Completely re-skinned and re-trimmed, it was a much more refined car than its predecessors. Slower than the Mk III it replaced, due to modifications for the new tighter American regulations, the MkIV inspired the final modification of the model, the 1500. Launched in late 1974, this car with its 1493cc power plant would reach the magic ton and ran successfully until 1980 when production finally closed. All Triumph 1500 s were fitted with an under-bumper, chin spoiler.

Triumph Herald

The Herald was conceived at Standard-Triumph in 1956 and launched three years later with a design from Giovanni Michelotti. Facing tough competition from other small cars like the Mini and Ford Anglia, it achieved considerable success with over half-a-million cars being built in just over a decade. Built in various guises: saloon, coupe, convertible, estate and van (very rare), the Herald saloon was the best seller from all other Herald / Vitesse / Spitfire / GT6 models drew many components.

Triumph Vitesse

The Herald sired a complete family of cars to include the Spitfire and GT6 but closely based on its layout was its big-engined brother the Vitesse. Marketed in the USA as the Sports 6, the Vitesse started life as a six-cylinder 1596cc in 1962, and progressed in 1966 to a 2 litre. Compared to the 1600, the 2 litre had a 1998cc / 95bhp six-cylinder engine to which a new all-synchromesh four-speed gearbox and more robust rear axle were mounted. The 2 litre Mk2 Vitesse arrived in late 1968, sharing all its improvements with the GT6 Mk2, which was launched on the same day.

Triumph GT6

The idea of building a six-cylinder version of the Spitfire came along in 1964. Christened GT 6 and developed with the North American market in mind, the model was launched in 1966. The Mk2 emerged in 1968 and the Mk3 (new body style with cut-off tail) was introduced in late 1970. By this time the GT6 had an all-synchromesh gearbox and a new back axle design with lower-wishbone suspension but these arrived too late as the market had already made up its mind unfavourably about the GT6. Little further effort was devoted to development and production ceased towards the end of 1973.

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Land Rover Discovery 2nd-Generation, XS, 3rd-Generation

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Land Rover Discovery

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The Land Rover Discovery was introduced in the UK in October 1989 to fill the ever widening gap between the luxurious Range Rover and the utilitarian Land Rover Defenders Development started in 1986 and was very rapid by British standards, aided by the fact that the Discovery made use of the coil suspension, engines and full-time four-wheel drive transmission of the Range Rover of the day. This guide celebrates some of the landmarks in the Discovery's history during its first ten years of production.

3-Door 1989

The Discovery brought the Land Rover marque to a whole new band of customers in 1989. Launched into an existing market, the one created by Japanese family 4x4s during the 1980s, the competition was strong but at a basic price of £15,750 (V8 or Tdi) the vehicle looked a bargain. Initially, with only three doors, it was only intended to be a quite distinct vehicle from the more upmarket Range Rover and succeeded brilliantly. Early sales figures showed the Discovery to be a best seller in its class, sometimes double that of its nearest rivals.

Camel Trophy 1990-1997

From 1981, Land Rover provided the vehicles for the Camel Trophy, an annual competitive adventure-safari run in exotic and remote territories with teams from a wide variety of nations. Usually the Landrover product used by the te4ams was the one most recently introduced, with the Discovery making its first appearance in 1990.

5-Door 1991

The much-awaited five-door Discovery arrived in 1991. Side graphics were more restrained than on the original three-door, with just a small Discovery logo on each front wing. The V8i version featured an injected engine and chunky looking five-spoke wheels, which were unique to the five-door model in most markets. The roof-rails were optional on three-doors, but standard on five-door models. The five-door offered the buying public a real alternative to a mundane family saloon and was an instant hit.

2nd-Generation 1994

The 1995 model-year saw major revisions to the Discovery under the "Romulus" project. The V8 was enlarged to 3.9 litres and the 2.5 litre, 4 cylinder 300Tdi engine was offered as an alternative. A five-speed manual transmission or a 4-speed automatic could be specified and a driver's airbag became standard. The passenger airbag was optional. For the exterior, there was a revised front end, with new and larger headlamps. A new grille, indicator lamps, apron spoiler and bold Land Rover decal on the leading edge of the bonnet, made the new Discovery look wider and more purposeful.

XS 1995

Launched for the 1996 model-year, the XS model was aimed at customers seeking a more extrovert appearance for their vehicle. The sport XS was an ABS-equipped seven-seater five-door petrol or turbo-diesel, with bright paint colours, side-rubbing strips and wheel-arch protectors, special lower body graphics and dished alloy wheels. With the introduction of the XS, Discoverys in Britain came in four guises: the unnamed entry models, the S, the sporty XS and the luxurious ES.

3rd-Generation 1998

The UM launch of the third-generation Land Rover Discovery, code named "Tempest", came in September 1998. Slightly longer than the original Discovery and with a wider track, the new model was fitted with either the 4.0 litre petrol V8 (182bhp) or a new 5-cylinder turbo-charged and inter-cooled diesel (136bhp). Features included traction control, ABS and self-levelling suspension. For the more expensive models there was ACE or Active Cornering Enhancement, an ingenious active ride control system designed to minimise the Discovery's characteristic cornering roll.

Thank you for reading my guide and I hope you found it interesting!

Tractors 1950s: Turner Yeoman, David Brown 30D, Nuffield Universal, New Fordson Major, Ferguson TE20, Allis-Chalmers D-270

Tractors of the 1950s

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The 1950s can be considered as the Golden Age of the tractor, a time of steady demand and a proliferation of makes and models. With the end of the war, farmers, who had done relatively well from the war-time production drive, sought to replace worn out machines. New models appeared from the major manufacturers, while many smaller companies rose up to meet the growing demand.

Turner Yeoman of England

An interesting new make of tractor to come to the British market was the Turner Yeoman of England in 1958. Power came from a 40bhp V-4 diesel of Turner's own make and based on a marine engine. Unfortunately, although it was a well designed tractor and pleasant to drive with an upholstered bucket seat, it suffered from mechanical failures, and that, plus the high price stopped production in 1957. The Turner was one of the first tractors to use a dry air-cleaner although this was not successful and was soon replaced by an oil bath type. Dry air-cleaners would become almost standard in later years.

David Brown 30D

Following on from the original VAK-1 models, the David Brown company came onto the diesel scene with its Cropmaster model. In 1953 an improved version, the 30D arrived, which produced 34-horsepower from its direct injection diesel unit. A 30C model was also available for those preferring a gas-kerosene engine. With the purchase of the makers of Albion implements in the mid-1950s, David Brown were able to offer a full tractor and implement line from 1955. David Brown were now the third largest manufacturer of agricultural tractors in Britain.

Nuffield Universal

In 1948, Lord Nuffield made a noble attempt to break into the world of tractors with a new model made by his Nuffield Mechanisations firm that had built military vehicles during World War II. Produced in Birmingham, his tractor featured sophisticated hydraulic systems, a five-speed gearbox and some useful diesel expertise gained initially from the Swiss firm of Saurer. Nuffield's orange tractors earned a good reputation and became popular in the 1950s. They were offered in a variety of sizes and lasted until 1969 when British Leyland was formed.

New Fordson Major

One of the most popular post-war tractors was the Fordson Diesel Major (also available with vapourising oil and petrol engines), which replaced the E27N Major in 1952. The petrol-engined version had a capacity of 3261cc whilst the diesel and TVO models were both of 3610cc, the former rated at 31.4/37.7hp. Six forward and two reverse gears were available. The Major was the basis of many conversions to all-wheel drive and half or full-track.

Ferguson TE20

The 24hp Ferguson TE20 tractor was introduced in 1946 and became extremely popular all over the world. It was fitted with a hydraulic three-point linkage and draught control system developed by Irish inventor Harry Ferguson. The TE20 was small and compact and new users were amazed at what they could achieve with this apparently undersize tractor. With mounted implements, jobs could be done quickly and efficiently, although for some the seating position took a little getting used to. Virtually every tractor made today is fitted with a modern version of this ingenious Ferguson system.

Allis-Chalmers D-270

Like International, Allis-Chalmers began to assemble tractors in Britain after WW2. Initially they produced their well known B model (announced in the USA in 1938) and then in 1956 introduced the D-270 from their Essendine Works near Stamford. Like the Model B, it could have four-cylinder 2053cc petrol or vapourising oil engines, or the Perkins P3 2359cc diesel engine. Four forward and one reverse gear were available. The D-270 evolved into the D272 in 1957 but Allis-Chalmers soon discontinued tractor manufacture in Britain, concentrating on larger horsepower tractors and earth-moving machinery in the USA.

Thank you for reading my guide and I hope you found it interesting!

Classic Ford Escort Mk 2: 1600 Sport, RS 1800, RS Mexico, 1600 Ghia, RS 2000 X-Pack

Escort Mk 2

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This guide features several classic Escort Mk2 cars.

Escort 1600 Sport 1975-1980

Sometimes described as the poor-man's RS, the 1600 Sport was produced in two- and four-door form (the four-door model was only made between January 1975 and July 1976), and used the famous 84bhp 1,598cc Kent power plant. The car featured circular headlamps, black quarter bumpers, and extra driving lamps, a black grille, sports wheels and distinctive side flashes. The cockpit was surprisingly plush for a low-priced mass-production model, with comprehensive instrumentation, a three-spoke steering wheel and well-contoured seats.

Escort RS1800 1975-1977

Replacing the RS 1600 and using a bored-out BDA engine, the RS 1800 was built along with the MkII RS2000 and Mexico at Saarlouis. It shared the same two-door reinforced bodyshell as the 2000, stronger suspension and a hefty front cross-member. A deep front air-dam, 5 ½ inch sports road wheels and a soft boot-lid spoiler set it apart from the Sport and derivatives. Ford's most successful rally car, the RS1800 won more rallies than any other British car.

Escort RS Mexico 1976-1978

The RS Mexico used the same strengthened bodyshell as the other RSs but its striping mirrored the Sport. It was powered by a 95bhp, 1.6-litre Pinto engine, coupled to a Type E four-speed all-synchro box. Internally it was very similar to the basic RS 1800, using a centre console and clocks. Sports steel wheels were standard, although many examples were fitted with the optional four-spoke cast alloys. Two years after it was released in 1976. , Ford discontinued the Mexico replacing it with a low-spec RS2000.

Escort 1600 Ghia 1975-1980

Ford's plan for the MkII was to move the car up-market, and it offered a wider range of engines, improved braking and a range of Ghia versions to cater for the luxury market. The 1600 Ghia was available in two-door form between Jan 1975 and July 1976, adn in four-door body between January 1975 and Summer 1980. Ghia models gave the following features - wood veneer facia and glove box, vinyl roof, tinted glass, fabric seats, shag pile carpets, reclining seat backs plus other extras.

Escort RS2000 1976-1980

All the Mk2 Escort RS models, including the RS 2000 Mk 2 of 1976-1980 were built at Saarlouis, in West Germany. Faster and better equipped than the original car, the MkII, with its unique droop-snoot nose, which included four headlamps, offered 110bhp and was no slower than the RS1800 "Homologation Special". Yet, this car was also refined, being easy to drive with good handling. A practical four-seater, it could be easily repaired and serviced by every Ford workshop, in contrast to its exotic rivals.

Escort RS2000 X-Pack 1977-1980

Ford Rallye Sport offered the Series X kits for the RS2000 from Aug '77. It offered a combination of parts designed to compliment each other and focused on specific areas of the car's performance: engine, suspension, transmission and bodywork. Items on the comprehensive options list included: a Group One Spec. 145bhp engine kit. Rocket gearbox, Tarmac wing extension kit including airdam, limited slip differential, gas filled front struts, lower and stiffer front springs, gas-filled rear shock absorbers, 7 ½ X 13 alloys and ventilated brakes.

Escort Harrier 1979-1980

Designed to celebrate Ford's 1979 World Rally Championship title, the Escort Harrier was a special edition based upon the 1600 Sport. Available in Diamond White, or Strato Silver, both with blue body stripes, it's comprehensive specification included: Recaros, tinted glass, a push button radio, boot spoiler and 6-inch AVO alloys. The white and blue model cost £4,330, with the silver finish an extra £35.83. Only 1,500 were produced during 1979-1980.

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Classic Ford Cortina: Mk 1, Mk 2, Mk 3, Mk 4, Mk 5

The Ford Cortina Story 1962 - 1982

What is your favourite car of all time? Please leave a comment below. Is it a Ford Cortina?

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The Ford Cortina's place in motoring history is assured. Lasting exactly two decades, it became the benchmark saloon for family and business motorists during the Sixties and Seventies, ahead of strong competition from its rivals BMC, Vauxhall and Rootes.

Cortina Production Figures

MkI 1962 - 1966 1,013,391
MkII 1966 - 1970 1,027,869
MkIII 1970 - 1980 1,126,559
MkIV 1976 - 1980 1,131,850
MkV 1980 - 1982 1,131,850

Cortina Mk I 1962 - 66

In the late 1950s, Ford identified the need for an all-new family car. Although tempted by BMCs mini-car concept, which had taken the motoring world by storm, their engineers took a very conscious decision not to try and emulate this, but instead to build a reliable roomy car at a low price - the Ford Cortina. The only car that Ford launched in 1962, it was a design that went on to become the benchmark for family and business motoring for the next two decades.

Cortina Mk1 1962 - 66

The Mk 1 was launched in September 1962 with just one engine size of 1,195cc. The initial production of only 20,000 also carried a Consul bonnet badge. By January 1963, a 1,500cc-engined model was available with larger brakes and chome body strip embellishments. With prices including purchase-tax of £639 for the 2-door standard model and £666 10s 3d, for the deluxe model, Cortina soon became Ford's most important car range, sweeping all competition aside to become Britain's best selling car.

Cortina Mk2 1966 - 70

October 1966 gave first sight of the new Cortina. It offered crosp, clean almost European lines and a more powerful 1300cc engine complementing the 1500cc unit. Crossflow engines were available from August 1967. New safety features were strongly promoted - including door handles and switches that were designed to 'break-away' in an accident, child-proof locks on rear doors and dished steering wheels. Apart from the charismatic Lotus Cortina which was discontinued in 1970, the M II range will probably be best remembered for one particular model - the 1600E.

Cortina Mk3 1970 - 76

Given the 'Detroit look' by Head Engineer Harley Copp, the beautifully styled Mk 3 Cortina was appreciably bigger than the Mk 2. At launch, there were 2 and 4-door saloons, and a four-door estate in L and XL trims and featuring 1300 and 1600 overhead valve and 2-litre over head camshaft engines. GT and top-of-the-range GXL models were offered with 1600cc and 2 - litre engines. As proof of the total acceptance of the new Cortina, Ford sold a record 187,159 cars in 1972 alone. Eventually between 1970 and 1976, 1,126,559 Cortina Mk IIIs in all body styles were sold.

Cortina Mk4 1976 - 80

In September 1976 Ford introduced the more sophisticated and fashionable 'square-look' for the Cortina Mk 4. The new Cortina design featured increased visibility courtesy of a larger glass area, a lower waistline and an aerodynamic integral front-spoiler. It inherited much of the outgoing Mk III Cortina's dash layout. With firm control of the top-selling sopot, the Cortina continued to be improved with the addition of V6 power from a 2.3-litre engine available in GL, Ghia and S (for Sport) models.

Cortina 'Mk5' 1960 - 82

Although not officially a Ford marque, the 1980 revisions to the Cortina changed the appearance sufficiently for the trade and public to dub the new car the 'Mk 5'. Providing Ford with a 'family design image', the new Cortina range now closely resembled that of the larger Granada. Glass area was again increased, larger wrap-around bumpers gave more protection to the bodyshell and a new aerofoil grille further improved both appearance and the delivery of cooling air to the engine bay.

Thank you for reading my guide and I hope you found it interesting!