Twin Cam

We’d be lying if we said that this particular project didn’t concentrate the collective mind of the Retropower team. After all, it’s not every day that Gordon Murray (one of the foremost automotive minds of our time, with an unmatched back catalogue of world-beating F1 and supercars) asks you to build him a Mk1 Ford Escort.

Not that the prospect of building such a unique car filled us with anything but excitement, particularly after we met the man himself and chatted in depth about the exact specification and character of his dream Mk1 Escort. It soon emerged that Gordon knew precisely what he wanted, and also that he was happy to be led by us in terms of certain key engineering decisions.

Case in point: our decision to opt for a custom independent rear suspension setup instead of the time-honoured live axle. This has caused a degree of discussion and even dissent, with some voicing the opinion that such a setup — one far removed from the arrangement Ford originally fitted to the car — would alter the driving experience too greatly. We can appreciate this view, of course, but our (and Gordon’s) desire for the car to be a fun, comfortable drive on a regular basis, particularly on the UK’s patchy road network, ultimately convinced us of the worth of a one-off independently sprung rear end.

Gordon never disguised his admiration for the ‘Chapman strut’-type arrangement found at the rear of the Lotus Elan S2, and this proved to be the genesis for the setup now found beneath the Escort. It makes use of key hardware from various OEM manufacturers, including Mk1 Focus RS CV joints, Mk1 Mondeo hubs, and Land Rover Freelander uprights and bearings. It’s an odd mix, right enough, but one we’ve managed to make work alongside the more bespoke elements of the rear end. It also ensures that future parts supply should never be an issue. 

Other elements of the build proved more straightforward, the engine being a good example. There was never any discussion of forced induction or anything other than a buzzy, rev-happy four-pot, and with Gordon’s close links to the firm in mind, it made a great deal of sense to entrust propulsion to the guys at Cosworth.

Engine-based discussions eventually resulted in the one-off, beautifully personalised 2.3-litre Duratec being delivered to Retropower HQ, after which we mated it to a six-speed gearbox from a Mazda MX-5. It’s an engine and transmission combination that is both lightweight and tractable, with the independently throttle-bodied Duratec (running MBE management) proving to have razor-sharp throttle response and bags of character.

The Duratec has been dyno-proven to make a whisker over 240 bhp, routed through the aforementioned Mazda gearbox to a Ford 7-inch Sierra differential complete with Quaife internals. Again, this is hardly earth-shattering in terms of both performance and concept, but then it doesn’t need to be; fun, usable, real-world performance was the lynchpin of this build from the outset.

One of the few solid, immovable design parameters Gordon stipulated was that the finished car be subtle in appearance. In fact, Gordon even went so far as to cite Ford’s own decidedly understated Twin Cam as his core inspiration, and this became something of a guiding light in terms of the Escort’s eventual appearance. In turn, this meant that bodywork modifications would be kept to a minimum, though it’s probably fair to say that Stu carried out more custom metalwork than first meets the eye. Key post-repair metalwork tasks included enlarged apertures on the grille and rear end, custom badges, and carbon-fibre boot and bonnet panels.

A high degree of everyday usability was also stipulated in terms of the Escort’s interior, something reflected in its functional cabin. Audio and a rear bench were felt to be extravagances too far and, as such, the interior evolved into a stunningly minimalist affair, with great attention paid to areas such as driver seat location, heater and demist controls, albeit with plenty of our now customary devotion to exquisite detail and clever design — just check out the bespoke anodising and Speedhut’s ludicrously lovely custom gauges to see what we mean.

All of this feverish activity was taking place against a backdrop of equally frenetic digital discussion, with the Murray Escort having proved immensely popular with both our social media audience and, through the medium by which it has since become best known, the dedicated YouTube channel. This means that you can now relive the entire build in minute, seventeen-hour-long detail, something we’d recommend doing if you have the time and inclination.

With assembly finalised and the Escort successfully IVA tested, we turned our attention to mapping, followed by an exhaustive test and evaluation shakedown. This done, it was dropped off at Gordon Murray Design HQ for the man himself to assess and drive.

The years following this build (easily amongst the most consequential we’ve tackled to date) have seen the ‘Murray Escort’ go from strength to strength. It’s ‘cameoed’ in the background of various video produced by Gordon Murray Automotive and had a starring role in a particularly engaging episode of ‘The Late Brake Show’ with Johnny Smith. All in all it’s been an amazing experience and one – and we hope the great man himself – are delighted to have been involved with.