No, not that kind of Redford duo…
Beware: one CC can hide another. It has happened to me a few times now, so when I find a good subject, I know to check the surroundings if I can. That is how, a few weeks ago, I caught two very different RWD Fords in one go – both red in colour.
In this instance, one red Ford was clearly visible – sticking out like a sore thumb, really – but the other one was tucked in, almost hiding. Other than their make and colour, these were about as different as two red Fords can be. One American, the other European. A quintessentially ‘60s shape next to an eminently ‘70s design. Coupé vs. Fordor. Let’s start with the eldest.
What do you do when you see a candy-apple red ‘60s Mustang parked across the street? You cross the street and gawk at it for a bit. Especially if you haven’t seen one up close in ages. So despite the merciless noonday sun and stifling tropical heat, I did some of that.
And there’s a lot to look at. I’m a sucker for Italian ‘50s/’60s designs, French Art Deco classics and ‘30s streamliners, but when the Detroit got it right, they really got it right. With the original Mustang, they managed to hit some sort of golden ratio in the car’s proportions. Not just the profile, with the famous shortened rear end (influential though that particular element turned out to be), but all other angles as well. The restraint shown with chrome trim, especially around the grille an headlamps, was also a styling coup de maître.
Even the roof seems to be at exactly the right height. The width is also perfect – not crazy XXXL like the full-size Fords of the day. This particular Mustang has quite a bit of a rake – some tinkering with the suspension and/or tyres by the owner, as is common around here with performance cars.
So much has been written about this legend of a car that it’s pretty pointless for me to try and write the Mustang’s story – most of you will know it by heart already. But in looking at this particular car, a couple of thoughts came to my head.
First off, what’s with that pressing in the roof? I had never noticed it before, not being as familiar with these as with old European iron. Other cars had this “step-roof” feature – the Renault 12 has an extreme version of this, for one – but I’m slightly mystified to discover this on a car I thought I knew. Maybe it’s a way to get a bit more headroom without affecting the looks too much? Or was it made to add rigidity? Someone will know, I’m sure.
I had also never looked closely at those “vents” ahead of the rear wheels. I knew they were fake, but only when I examined them up close did I realize how obviously fake they were. But they look like they still have a bit of a scoop effect, by which I mean they trap some of the airflow. Aerodynamics be damned, the Mustang’s flanks needed some character.
Finally, having looked at it to my heart’s content, I mused that this Mustang, with its many scratches and tinted windows, was likely a daily driver here in Bangkok. I have no idea whether these were imported in Thailand at the time, but this one was a left-hooker. Just as nature intended, to be sure, but not ideal in a country that drives on the left.
They’re both Fords, they’re both red, but the comparison kinda stops there
The Mustang was double-parked – but then, that’s the set-up in that area. It was therefore sitting out in the open, chromes gleaming in the midday sun, mad dog style. Sure enough, the Englishman was soon found, not more than ten paces away.
Actually, make that an Anglo-German: it was a late ‘70s Ford Escort Mark II, also of the crimson persuasion (sort of). Compared to its American cousin, this Ford had the sex-appeal of a second-hand SsangYong. Yes, I’m being harsh. But this generation Escort was seen as rather bland even in its day.
Not that this affected sales all that much. These inconspicuous cars were once everywhere in Europe: around 1.8 million came out of Cologne and Dagenham. Some were also assembled in Australia, Israel, New Zealand and South Africa, probably rounding off world production to 2 million units. They were relatively solid, decently equipped and straightforward, though they were also dated compared to many rivals. A rather large variety of 4-cyl. engines were available from 1 to 2 litres. The styling is, in my view, rather downbeat and dull – especially in this four-door, base-level trim guise.
Escort with manual Ghia box…
This also applies to the interior. The Ghia-badged versions had better upholstery, extra trinkets and real wood trim on the dash. What a waste of a famous name that all seems to be. This one doesn’t seem to have been given the “Ghia” treatment, but then it also appears to have had a tough life.
The previous generation had bags of character, but the Escort Mark II is a like droopy, melting lump of butter left out in the sun compared to its predecessor. The Mark II’s internal codename was “Brenda” – says it all, really. Even with better trim and square headlamps, “Blander” is the pun that comes to mind.
It was a consequence of the great “Fuselage / Land yacht” period. American cars of the late ‘60s and early ‘70s were designed to be low, flat and wide, which worked on a long wheelbase. But when scaled down to foreign cars, it usually looked pudgy and awkward. These Detroit-infused nightmares were chiefly made by US-owned European carmakers (Ford Dagenham/Köln, Opel/Vauxhall, Simca/Rootes) and the Japanese. This gave us a slew of odd-looking Asian cars and a few boring lookalike Euro-American saloons, such as the Chrysler 180, the Vauxhall Viva HC, the Hillman Avenger or the Ford Taunus TC/Cortina Mk III. This Escort is another example.
This Escort was no looker, but it was also a little behind the times underneath that uninspiring exterior. When it debuted in January 1975, most of its European competitors had gone FWD, while Ford stuck doggedly to the previous generation’s old-school live axle / RWD / leaf spring setup. It still had a small following in the compact saloon segment at the time, although most were leftover ‘60s designs by then.
Of course, this relative technical simplicity may explain why this particular car is still on the road, so there are some undeniable benefits. But still, If memory serves, the only European carmakers who launched “new” live axle / RWD compact saloons from 1975 onward were Chrysler UK, GM, Ford and the dreaded British Leyland with the dreadful Morris Ital.
This generation Escort is not quite BL-level awful, but it’s only a notch or two above it (with the notable exception of the sports coupés). Sure, they sold these Euro Fords by the trainload. As they did the Mustang. That hardly proves anything. It may be old and somewhat familiar, but this Escort just doesn’t speak to me.
The Mustang will remain an icon and the European Escort Mk II will remain in the dark and vague corner of the collective consciousness. It doesn’t seem to have had much luck as a CC find, either: I could be wrong, but I believe this is the first one to grace these pages. Finders’ get dibs, so I’ll take the Mustang. Any takers for a tired red Escort?
Related posts:
Curbside Classic: 1965 Mustang – Freedom; Starting At $2368, by PN
CC Capsule: 1965 Ford Mustang Coupe – No Horsing Around, by Chris O’Bryant
eBay Find: 1965 Ford Mustang – Curbside Classic Spec, by Geraldo Solis
Those roof ridges were something both Ford and Pontiac did in the early sixties to capitalize on their still somewhat fresh hardtops to mimic the appearance of a convertible. It was out of place on single color cars and had more of an effect on those with two-tone paint. It was even more noticeable on those that came equipped with a vinyl top and suspect it was mostly an attempt to get buyers to order more vinyl tops and/or two-tone colors. The roof-ridge was a short-lived fad that didn’t really catch on and died out quickly, along with the contrasting color roof.
Nice finds and an interesting commentary on the Mustang. Often, keep it simple really works well, but Lee seemed to forget that.
Also interesting to see the differences between this and a European market Escort Mk2, (which I prefer to the Mk1 FWIW). Different (bigger, heavier) bumpers, rear panel and lights, several interior pieces, like the central vents, column stalks and the steering wheel doesn’t seem 70s Euro Ford either.
Do you where this car was likely to have been built?
I have no idea where this Escort was made. Could be Australian, but it’s impossible to know unless we see the chassis number, I suppose.
I’m not sure why so many European cars from that era (except Benzes) I’ve found in Thailand have these quirks. This Escort reminds me of the Volvo 164 I found earlier this year: weird rear lights, missing trim, mix’n’match interior…
https://www.curbsideclassic.com/curbside-classics-european/curbside-classic-1973-volvo-164-de-luxe-green-swede-needs-shoes/
Regarding the bumpers, which also left me scratching my head, it’s not unlikely that Thai law dictated they be installed back in the day. This was probably inspired by contemporary US laws and would have helped the burgeoning local auto parts industry. Pure conjecture on my part, but based on empirical observation: compare the Escort’s with the ’78-ish Corolla I wrote up a while back.
https://www.curbsideclassic.com/curbside-classics-asian/cc-capsule-1981-toyota-corolla-3-door-wagon-too-beige-or-not-too-beige/
https://www.curbsideclassic.com/curbside-classics-asian/cc-capsule-1981-toyota-corolla-3-door-wagon-too-beige-or-not-too-beige/
We did get that steering wheel, but only on the square headlight update.
If memory serves, the only European carmakers who launched “new” live axle / RWD compact saloons from 1975 onward were Chrysler UK, GM, Ford and the dreaded British Leyland
Major player Fiat was another. The 131 Mirafiori, released at the same time as the mkII Escort, retained RWD despite Fiat’s then proven experience and success with smaller FWD products.
Quite right — the 131 was launched in October 74.
And lots of American, Eastern bloc and Japanese cars were using this layout in those days. In Europe, those who stuck to RWD tended to have an IRS of some sort by the late ’70s. And most had simply switched to FWD.
I don’t think that the stepped roofline was an attempt to mimic a convertible (though I could be wrong), and when I first noticed them I was curious as to what they were for just as you were. There have been instances where a car manufacturer had 2 rear window “treatments” (like the early 70s Barracuda/Challenger). The higher trim cars had a “limo-like” small window within a vinyl roof. But that is not the case here.
As for the fake intakes on the sides, a few of the prototype Mustangs were small, 2 passenger, mid-engined roadsters/coupes. Those prototypes needed those air intakes for engine cooling. I imagine those grilles became a styling feature that the designers thought the production car needed to keep from looking plain/cheap.
As far as the Escort, being a heavy duty Ford fan, I have to disagree with your assessment of the MKII Escort. I find it good looking, though I can’t quite say attractive, I guess I am a sucker for a car that is borderline plain. And I don’t fault Ford for sticking with “old fashioned” engines and suspensions since they were just a few months away from debuting the revolutionary (for Ford) Mk I Fiesta. And after a modest run, the Mk II Escort made way for the FWD Mk III.
At the time, the Mark II Escort seemed so European-looking compared to the Mark I – all crisp planes and angles, none of the flabby roundness which made the previous model look so dated. The square headlights seen in some publicity photos of overseas models seemed particularly adventurous. But in hindsight it was modern for the time but seemed to date quickly; it was certainly due for replacement by 1980.
I would compare it to the Fiesta and the Cortina mk IV more than with the 60s-designed Mk 1. And compared to these slightly younger Fords, that Escort just looks awfully dull.
It’s also not too great compared to contemporary Vauxhalls (Chevette and Cavalier), IMHO.
Someone’s put replacment rear lights on that Escort.
There’s an even more tired Mk.2 Escort near me, though it doesn’t look like it’s moved for over a decade. Yes, ditchwater dull styling but a best seller in the UK and, as it was really just an updated/rebodied Mk.1 it no doubt helped keep Ford’s profits high. In fact Ford did a lot of updating in the ’70s, the only really new European design after 1972 and before 1980 being the FWD Fiesta. Capri, Cortina/Taunus, Escort and Granada all got facelifts/restyles over the same mechanics (and often the same underbodies). I think most UK market Escorts were built at the Halewood plant on Merseyside (now a Jaguar factory). The Rally versions always kept a halo over the Escort range, of course.
The Mustang is a good size, unlike the later, more bloated versions and, as you say, just the right amount of chrome detail. Fake as they are, those ‘vents’ really finish the side scoop off nicely. Incidentally, that reverse chamfer round the rear window is mirrored on the Mk.2 Cortina. It would make the pressing more rigid, but may be just as much a styling feature too, making the rear window look bigger than it is and the pillar less heavy.
I noticed the weird lights first thing. And they’ve gone to the trouble of reshaping the rear corners to remove the wraparound of the old lights. Quite a bit of work there. I’m drawing a blank trying to figure out what those lights came from – Daniel Stern’s sure to know.
“I’m drawing a blank trying to figure out what those lights came from”
I’m going with Isuzu Gemini tail lights, less the fancy chrome trim.
I agree with you completely on the Mustang’s shape and detailing – Ford’s stylists simply nailed it. The Escort isn’t awful, but it kind of blends into “Generic European Small Sedan” of its era for me.
I am so tired of restored red cars. [sigh – perhaps I am having a post-lunchtime crash]. And I would bet that this Mustang is not even the right red. Ford was still using that hot, orangy Rangoon Red in 1965 – a color that I just cannot take, so maybe this respray is an improvement. Except that now it looks like a Camaro. 🙂
I like that Rangoon Red – if it’s done right.
That’s the catch. Too many amateur restorations that don’t get the shade correct. Fortunately, at the upcoming Antique Automobile Club of America (AACA) Hershey fall show, there is always at least one Mustang that nails it.
We seem to have opposite views on the escort. Although it’s fairly bland, the Escort Mk2 was an improvement in my opinion over the Mk1, which I found was trying too much to look like a Coke-bottle styling big American car, and not pulling it off well. The Mk2 has the same basic body hard points, but very much cleaned up with larger windows, crisper edges all-round, and less bulbous-looking side and no more silly hips. In other words, more European and less American. The Mk2 was exactly the same width as the Mk1, as it’s really just a fairly major facelift.
But yes, familiarity breeds contempt, and I know Europeans certainly saw lots of these Mk2s. I don’t remember all that many Mk1s around in the Germany/Austria area, although they were of course very popular in the UK.
I understand your view — the Mk 1 is peak Coke-bottle and not a great design overall. But it has a lot of personality, which the Mk 2 definitely lacks.
I’m still seeing a lot of undigested Detroit in the Escort Mk2 (the sloping roofline, the anonymous grille, the beltline still too high). As I wrote in another comment, think of how crisp and modern the 1976 Fiesta and the 1975 Taunus/Cortina look by comparison. It’s a facelift all right — just not a very good one.
This Escort gives a hint of what a US-spec version would’ve looked like, with its’ non-original larger bumpers. If anything, the Euro original’s looked *too* small, they seem out of scale and like they don’t cover enough of the lower valance.
Even when they were new and I wasn’t even quite a teenager I thought the first Escort looked like a slightly pudgy Viva (HB). and when the Mk.2 arrived both the van and estate versions were very compromised by only changing the bonnets.
A cousin had a Mark II van, and I was amused how they got the Mark II look on the Mark I body. Guess they copied the idea from Ford’s late sixties Fairlane wagon – look how long that body lasted with different front ends!
The rear doors on the Escort van were actually carried over from the 1961 ‘Anglia’ van so lasted 20 years (1961-81) until they brought out the FWD Escort van.
The Escort is quite an iconic car, because even though it had a primitive suspension set up, it was so balanced that it handled great. Very few cars could be tossed into a turn sideways with complete control.
Yes, like Roger I am a bit curious about the taillights and bumpers on the Mark II Escort; never seen them quite like that and if I didn’t know better I’d think it was a US-spec car with those bumpers. The taillights probably came from another car since the originals were on the small side. It is still a fixture on the Historic Rally circuit to this day – looks much better in 2-door form with some big wheels getting tossed sideways!
I’m wondering if the bumpers are Datsun Sunny? Still can’t place those lights though. Annoying…
The bumpers might be locally-made (see my reply to Roger a few comments up)…
I’d say the Mustang is the proper, or close to it, Rangoon Red. Either way it is not Candy Apple Red which appears as a “deep” paint job. Candy Paint is actually one of the first multi stage paints. Essentially no matter what the final color is the only true paint on the car is a silver, usually metallic. It is then covered in what is essentially tinted clear coat, frequently many coats to give it the color and depth. Joe Bailon was the person usually credited with developing Candy paint colors.
I had no idea that the “Candy” in “Candy Apple Red” was a brand. Valuable info. Thanks Dude!
Yeah the Escort wears the wrong bumpers and tail lights, I had an Australian 76 MK2 Escort 1600 Xflow motor webber twin choke card extractors and oversize wheels it looked like a roller skate it was the transition model engine was all imperial bolt sizes but the rest was annoyingly metric after harvesting many parts from a later MK2 van at the Margate(TAS) dump it turned into a mission to fit some of it, Fun little car to drive too fast though I had 5kms of twisty gravel leading to where I lived and throwing it sideways into corners was a daily event, biggest issue was it broke 5 clutch cables and there is a specific cable for each model Ford of that era but one for a Cortina lasted the longest I never actually managed to find the right one at any wrecking yard,
Collectable cars now kids absolutely love them in NZ their rally wins sold a lot of cars here when they were new and the reputation hasnt worn off yet.
Noel Coward’s ditty, has it that it’s ONLY mad dogs and Englishmen who go out when the sun is high, and we have evidence that you are neither. As a result of this mistake, you have inevitably boiled your head.
By which I mean that I don’t agree at all about the little Ford. Whilst it doesn’t help my case that this one here is time-worn, wears the doors of another, and has had what appears to be a homemade butt-lift, (nor that it is the inevitably less-nice 4-door), I reckon the Mk2 looks glassy, thin-pillared, crisp and finely proportioned. The Mk1 is cute enough, but it looks (cheerfully) like a cheapie: the Mk2, arguably, is a touch BMW-esque, quite a bit posher, and certainly clever for what is a heavy re-skin.
It helps that these were a ball to drive, especially with the Pinto 2-litre that was optional here. Zip-swish gearchange, good seats and steering, and big wish to drive side-first, they were no more squashy inside than a Gemini (Chevette) or Corolla or Mazda 808 (Savannah) and nicer than these RWD competitors. The halo effect of their rally successes as an RS2000 and the bonus that the bodyshell was indeed tough did not hurt them, even if shitty Anglo electrics and details of the day did.
Now go back indoors, rest your head on the bench until it has reached a usable temperature, and then think of a nice n’ shiny Ghia Escort in, say, a sharp ’70’s metallic blue. As a cooler head prevails, I’m sure you’ll see the modernity, and will like the car better. Or not.
Btw, you simply must explain the parking arrangement there. I mean, how is that a thing?
In my opinion the Mk2 is the better looking one. It was a bigger success here in Germany than the Mk1 which was nicknamed “Hundeknochen” (dog bone) because of its front grills shape. When I see a Mk2 Escort there come two things in my mind. The successfull rally version, and the car Doyle has driven in tvs “the professionals”.