2023-07-30 15:00:00
What are collectables?
These are cars of particular interest, therefore deserving of preservation. Not necessarily old, they nevertheless exist in defined quantities, either because the manufacturer has decided so, or because their production is stopped. Then, they take advantage of features that make them especially desirable: an engine, a chassis, a design, or a concept. Finally, they are likely to see their rating increase. An additional argument to collect them before everyone else!
Why is the Ford Cortina collectible?
Let’s shut up some grumpy people: yes, the Ford Cortina has been a collector’s item for a long time, especially in Lotus version. So why take an interest in this English resort named following an Italian seaside resort? Because it represents a time when cars differed enormously depending not only on their badge but also on their country of production. This English Ford therefore has nothing to do with its German equivalent, and therefore benefits from its own character, sportier than that of the Germanic 12M. Very rare in France, the Cortina is sought following because it prepares easily for VHC races, where it can work very hard. And its sixties atmosphere, a period of optimism, takes on a particular flavor in our not so happy times.
It is often said that the 1960s was the golden age of European cars. Indeed, technological innovation might surprise, the standardization which considerably trivializes the current offer was still in its infancy, and one therefore found a frame corresponding exactly to one’s tastes, instead of a plethora of brands all offering the same thing or almost. Just at Ford for example, in the category of small family cars, we had the choice between a traction, if we looked at the side of Cologne which manufactured the Taunus 12M, or a propulsion by zieutant beyond the Channel.
The Ford Consul Cortina, when it first appeared in 1962. Classic, pretty and well made, it met with immediate success… across the Channel. The hood still bears the inscription Consul.
In Dagenham, in fact, the specifically English Cortina is produced. The subsidiaries of the blue oval indeed benefit from a certain independence, as shown by Patrick Hennessy, head of the British branch. He got wind in 1960 of the Cardinal project which would lead to the German 12M. Furious at not having been informed, when this car would have interested him, he decided to develop an equivalent in record time for his range.
To do this, its engineers recovered the excellent Kent tumbled block used in the little Anglia, kept the latter’s suspension sketches (McPherson struts at the front, rigid axle at the rear), and developed a monocoque as light as possible but still spacious. Everything is wrapped in bodywork by Roy Brown Jr, who also designed the Edsel. No computers at the time, therefore no CAD, and yet the car was finished in two years!
Also available as a 4-door, the Ford Cortina borrows many features from the large American Ford Galaxie model 62, including the shape of the roof and the circular rear lights, evoking jet nozzles.
Launched at the end of 1962, just before the Taunus 12M, this medium station wagon was first called Consul Cortina. Offered as a 2 or 4-door saloon, it is powered by a 1.2-litre 48 hp engine (combined with a fully synchronized 4-speed gearbox, a modernity at the time) which takes it to 125 km/h, a speed then in the right average. Light (831 kg), it carries 5 people easily and swallows 592 l of luggage! She seduced by her temperament, much more assertive than that of the peaceful 12M, and began a fine career.
Displayed in France from 7,675 F (i.e. 12,000 € current according to INSEE), it costs 275 F more than the 12M and 465 F (727 €) more than a Renault 8 equipped with the optional 4 box , which will not help his career. Marketed in normal and De Luxe, the Cortina is available from 1963 in station wagon, but also in 1500 (60 hp) and in GT, rather sporty. In this one, the 1.5 l develops 78 hp DIN: enough to reach a good 150 km/h. But it is above all nervousness that has been favored.
From 1963, the Cortina was available in a very high-performance sports version prepared by Lotus, which increased the Kent block to 1.6 l and 106 hp, swapping the side camshaft for two overhead camshafts.
However, this is nothing compared to the sports variant prepared by Lotus, which has reworked the engine by increasing it to 1.6 l and above all by equipping it with two overhead camshafts. With 106 hp, this block propels the Cortina Lotus to nearly 175 km/h. This English equivalent of the Renault 8 Gordini will wreak havoc in the race!
In 1964, the Ford benefited from a slight restyling, affecting in particular the front end. Now simply called Cortina, the English car benefits from a new high-performance heating system called “Aeroflow”, while all versions benefit from front disc brakes.
In 1964, the Ford Cortina saw its front remodeled, while the passenger compartment benefited from efficient heating, says Aeroflow. The Consul badge previously adorning the hood disappears.
In 1966, the Cortina was thoroughly revised. It receives a body much more in tune with the times (trivialized, some would say). The British market loves this car, which rises to first place in sales, even if it retains the 1.2 l (increased to 1.3 l in most markets) and 1.5 l until 1967. , these engines benefit from “crossflow” cylinder heads which are beneficial to efficiency (54 bhp in 1.3 l and 64 bhp in 1.6 l), thus reinforcing the appeal of the Ford.
Madame looks very comfortable in the back of this 1964 Cortina, a surprisingly spacious car.
The Lotus remained on the program, while, still in 1967, a 1600 E version was launched in Paris. Equipped with a lowered suspension close to that of the Lotus, it recovers the 1.6 l 82 hp of the GT and above all is adorned with a luxurious interior, where leather (optional) and wood mingle, without forgetting the ultra-complete instrumentation. A very pretty top of the range English! Improved in detail in 1969, this generation of Cortina disappeared in 1970, replaced by the Cortina TC, technically very close to the new German Taunus. Standardization began its mad march…
Jim Clark will wreak havoc in competition with his Cortina Lotus, here in 1965. This frame remains very popular in VHC races. According to the sources, between 2,894 and 3,304 were manufactured, including nearly 660 in left-hand drive.
How much does it cost ?
Very rare here, the Cortina costs more than across the Channel. For a phase 1 in good condition (so not perfect), count 8,000 € for a 1.2 l, 11,000 € for a 1.5 l De Luxe and 15,000 € for a 1500 GT. The Lotus, very popular in competition, will claim, for its part, rather 50,000 €. The restyled ones, with a less charming look, are a bit more affordable. Subtract €1,000 overall from the price, knowing that a 1600 E will cost a little more than the 1,600 GT. As for the Lotus, it asks for €45,000.
r Benefiting from a new bodywork in 1966, the Ford Cortina received a very top-of-the-range 1600 E version in 1967 with its interior trimmed in wood, its 1.6 l Crossflow engine and its lowered suspension.
Which version to choose?
For sufficient performance to fit into current traffic, prefer a 1500, ideally a GT. We can also fall for the 1600 E and its so British luxury!
The chic cockpit of the 1967 Ford Cortina 1600 E, combining leather, wood and super-complete instrumentation. So British!
Les versions collector
A Cortina in good original condition will necessarily be a collector’s item. Of course, the favorites are the Lotuses, which are very rare in left-hand drive, but the GTs and 1600 Es also have their fans.
The maintenance of the Ford Cortina, here a 1.2 l from 1963, is very easy thanks to the superb accessibility of the engine, which is moreover very solid. The real pitfall remains rust!
What to monitor?
Simple and well-designed, the Cortinas are straightforward cars. Simply, their maintenance is a little more restrictive than on a modern one: oil changes every 5,000 km, regular adjustments to the carburetion, ignition (with change of spark plugs) and rocker arms, some lubrication to be carried out… Nothing rocket science, especially since the mechanics are incredibly accessible!
That said, on the Lotus, the settings must be much finer, and the cylinder head is very sensitive to the quality of the coolant: too old, it will cause it to rust from the inside and it might twist. It will also be necessary to pay attention to the bearings of the strut heads, and especially to corrosion.
Floors, wheel arches, jack studs, suspension mountings… As for spare parts, they can be found in abundance on the other side of the Channel. Brexit obliges, you will have to pay a tax when importing them.
The 1965 Ford Cortina GT takes a little body roll but is surprisingly pleasant and efficient in sporty driving.
Driving
I was able to drive two Cortinas, a 1200 De Luxe and a 1500 GT from 1966. In both cases, we find a well-designed, spacious car with an impeccable driving position. Amazing! Obviously, the seats maintain little, but we are surprised by the approval of the controls: the direction appears relatively flexible in maneuvers and precise on the road, while the box, a little firm of course, is handled with sharpness and speed. In terms of performance, the difference is very clear between the two.
The simple but pleasant dashboard of a 1966 Ford Cortina 1.2 De Luxe. Note the gearbox control located on the steering wheel, the floor lever being supplied on request.
The 1200, relatively nervous but not very flexible and short in power (fortunately, its transmission pulls short) will be especially comfortable driving quietly on departmental roads. There, it will be able to amaze with its very balanced handling and its appetite for turns. It takes relatively little body roll and likes to turn! But the 1500 GT is something else. Much more comfortable thanks to its 78 hp (but still lacking flexibility), it accepts sporty driving, where its good handling and impeccable balance will do wonders in the winding.
The table of the Ford Cortina 1500 GT is much more complete than that of the De Luxe, with its tachometer and its 4-gauge battery which will inspire, much later, the Focus ST and RS.
Drivers of Alfa Giulia and other BMW 02 should beware! The GT fits without worry on the highway, without avor to confine itself to the right lane, even if it will be necessary to accept a high noise level. The comfort is however acceptable, the suspensions being firm but not flashy, despite the rear leaf springs. In addition, the two Cortinas brake effectively for cars of their time, and despite the lack of assistance, their pedal remains sufficiently flexible. Finally, they consume acceptably: count from 8 l/100 km to 10 l/100 km.
L’alternative newtimer*
Ford Focus II ST (2005 – 2010)
Sporty but not too much, the 2005 Ford Focus RS is in the same spirit as the Ford Cortina 1500 GT.
The newtimer alternative to the Cortina GT, a sports sedan in its day, would be the Ford Focus ST. Not radical in the manner of the RS (the equivalent of the Cortina Lotus), the ST nevertheless benefits from a beautiful 5-cylinder turbocharged engine of Volvo origin. Developing 225 hp, it combines music and great performance, with a maximum of 241 km/h!
The chassis being sharpened, the Focus ST appears relatively efficient, despite a somewhat heavy nose. And it shows great versatility, thanks to considerable comfort and a 3 or 5-door body. Well equipped and reliable, it deserves to be put aside. From €8,000.
The trunk of the Ford Cortina, here in 1964, offers 592 l for luggage. Amazing!
Ford Cortina 1500 GT (1964), technical specifications
Engine: 4-cylinder in line, 1,499 cc Fuel supply: Weber 28/36 carburettor Suspension: McPherson struts, wishbones, coil springs, shock absorbers (F), rigid axle, leaf springs, shock absorbers (R) Transmission: manual 4-speed gearbox, wheels rear-drive Power: 78 bhp DIN at 5,200 rpm Torque: 123 Nm at 3,600 rpm Weight: 870 kg Maximum speed: 150 km/h (manufacturer data) 0 to 100 km/h: 13.5 s ( manufacturer data)
> To find a pre-1970 Ford, go to the website of The Central.
* Newtimers are iconic or sports vehicles that are more recent than youngtimers, but whose value is rising. More reliable and easier to use on a daily basis, they owe their development to technical characteristics that have often disappeared, such as large atmospheric engines.
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