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Ford Fiesta XR2 Cars

Mechanically, the Ford Fiesta followed tradition, with an end-on four-speed manual transmission mounted to a new version of the Ford Kent OHV engine, dubbed "Valencia" after the brand new Spanish factory in Almussafes, Valencia, developed especially to produce the new car. Ford's plants in Dagenham, England, and Saarlouis and Cologne (from 1979) in Germany, also manufactured Fiestas. To cut costs and speed up the research and development, many modified Kent engines destined for the Fiesta were tested in Fiat 127s - at the time considered the benchmark car in the class, with which the Fiesta shares styling similarities. This also allowed covert road testing across Europe.

It was the first Ford vehicle to feature front wheel drive, and when it went on sale in the UK in January 1977 it was available from £1,856 for the basic 950cc engined model.

It was only the second hatchback mini-car to have been built in the UK at this stage, being launched a year after the Vauxhall Chevette, but a year before the Chrysler Sunbeam and four years before the Austin Metro. The millionth Fiesta was produced on 9 January 1979.

The car was available in Europe with a 957 cc (58 CID) I4 (high compression and low compression options), either a 1.1 and 1.3 L OHV petrol engines and in Base, Popular, L, GL (1978 onward), Ghia and S trim, as well as a van. The U.S. Mark I Fiesta was built in Cologne, Germany but to slightly different specifications; U.S. models were Base, Decor, Sport, and Ghia, the Ghia having the highest level of trim. These trim levels changed very little in the Fiesta's three year run in the USA, from 1978-80. All U.S. models featured the more powerful 1.6 L Kent (97 CID; 1597cc) inline-four engine (fitted with a catalytic converter and air pump for lower emissions), energy-absorbing bumpers, side-marker lamps, round sealed-beam headlamps, improved crash dynamics and fuel system integrity as well as optional air conditioning (a/c was not available in Europe). In the U.S. market, the Ford Escort replaced both the Fiesta and the compact [Ford Pinto|Pinto] in 1981.

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Ford Fiesta XR2 Cars

When Ford Fiesta of Europe began to design the car, the design proposals were named Iris, Beta, The Deutschlander (from Ford's Cologne studios), Mini-Mite, and the Blue Car (from Ghia). Codenames for the Ford Fiesta prototype included Torino, but it became Project Bobcat.

The shortlisted names for the new car designed by the project Bobcat team (headed by Mr Trevor Erskine) were Amigo, Bambi, Bebe, Bravo, Bolero, Cherie, Tempo, Chico, Ford Fiesta, Forito, Metro, Pony and Sierra. Despite more board votes for "Bravo", Henry Ford II personally overruled them and named the car "Fiesta". Several of the shortlisted names were later used on other cars, including "Sierra", which was introduced on the Cortina replacement in 1982, and Tempo which was used on a Ford small car in the United States market. Ironically the "Metro" nameplate was introduced by rival manufacturer British Leyland for the similar-sized Austin Metro in 1980.

The name Ford Fiesta belonged to General Motors at the time; however, it was freely given for Ford to use on their new B-class car. After years of speculation by the motoring press about Ford's new car, it was subject to a succession of carefully crafted press leaks from the end of 1975. A Ford Fiesta was on display at the Le Mans 24 Hour Race in June 1976, and the car was launched and on sale in France and Germany in September 1976: to the frustration of UK dealerships righthand drive versions only began to appear in the UK in January 1977.

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New Ford Fiesta XR2 Cars

Ford Fiesta XR2 Cars the early 1970s, European demand from consumers for small cars was rising. Even Ford's smallest model, the Escort, was a conventional front-engined, rear wheel drive Fiesta XR2 Cars. yet competitors were launching smaller, front wheel drive Fiesta XR2 Cars, like the Fiat 127 and the Peugeot 104. The effects of the 1973 energy crisis were also increasing demand for smaller Fiesta XR2 Cars. BMC (which had since merged into British Leyland) had entered the mini-car market with its Mini in 1959, while the Rootes Group had launched the ultimately less successful Hillman Imp in 1963, but times had moved on and people looking for small Fiesta XR2 Cars now wanted practical hatchbacks instead of conventional sedans. GM had entered the modern supermini market with its conventional Opel Kadett City/Vauxhall Chevette three-door hatchback twins early in 1975.

The original plans for the "Bobcat" was actually signed off by Henry Ford on 15 September 1972, more than a year before the Arab-Israeli War and the oil price surge that it triggered, so the project is best seen as a response to competitors than as a direct response to the oil crisis. The plans specified a desire that the new Ford Fiesta XR2 Cars cost US$100 less to produce than the Ford Escort. In addition, the car was to have a wheelbase longer than that of the Fiat 127, but with overall length shorter than that of Ford's Escort. The final proposal was put together by Tom Tjaarda at Ghia.

Bobcat was approved in autumn 1973, with Ford's engineering centres in Cologne and Dunton (Essex) collaborating. Customer clinics were held across Europe, targeting female buyers in particular.

Ford estimated that 500,000 Fiestas a year would be produced, and built an all-new factory near Valencia, Spain; a transaxle factory near Bordeaux, France; factory extensions for the assembly plants in Dagenham, Essex, and Saarlouis, Germany. Final assembly also took place in Valencia.

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Ford Fiesta XR2 Cars

The Ford Fiesta is a front wheel drive subcompact/supermini car manufactured and marketed by the Ford Motor Company and built in Europe, Brazil, Argentina, Mexico, Venezuela, China, India and South Africa. The model is marketed worldwide, including Japan, Australasia and the Americas.

By 2010, the sixth-generation (Mark VI) Fiesta had been introduced worldwide, including in the United States and Canada — making it the first Fiesta model to be sold in North America since 1980.

The Fiesta has sold over twelve million units since 1976.

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The next stage up starts with a rebore out to 1700cc (£70) and fitting Hepolite +90 thou' pistons (£165). A big valve head with 1.625 inch inlets, 1.4 inch exhausts (£440) may also need valve cut-outs to the pistons (£70) and a high pressure oil pump should be used to keep the juices flowing. A cam choice of Kent 234 or 244 (£200) will suffice and fuel needs to be supplied better by twin-40 or 45 sidedraft Webers. By now the engine will be kicking 145-plus bhp out, so everything else on the car should be upgraded too.

These performance figures are about as good as you're going to get from the cross-flow without spending the kind of money that would keep Zanzibar running. If more horses are required it's probably time to think about a CVH transplant - give the Fiesta Centre a bell for the in-depth (and lengthy) story on that one.

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Past this, the possibilities of tuning kit are more pick 'n' mix than the sweet counter at Woolies. Here are a few ideas from Andrew Weston at Cylinder Head Developments.

Go for a gas-flowed head, with standard valves for about £235 (including VAT), add in a BFT3 or A2 cam kit (£170) and the roller should show over 100 bhp. To make it up to 120 bhp, spend £300 on a well ported head, fit a Kent 224 mild/fast road cam kit (£200) and lighten up the internals. Lightening and balancing the crank, conrods, pistons and front pulley should set you back about £100, with another £70 to get the flywheel just right.

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The XR2's engine is a rare beast in the crossflow family, with a shorter crank to bring the flywheel and clutch assembly closer to the block, a different water pump and, of course, no side mounts as it's a FWD. So if your original unit is missing or scrap, ensure any replacement is a genuine 1600 XR2 item.

As said, the XR2 Cars in standard form already had great handling and braking, so there's scope for engine improvements before any safety imperatives force precious cash to be spent elsewhere.

The starting point for engine work is to get the breathing better. First of all, replace the original air filter with a complete K&N unit, bolt on an Ashley four-branch manifold and performance exhaust and go to a rolling road to sort the carb jetting. This should gain between 8 and 15 bhp depending on the health of the original motor. Ditch the Ford electronic ignition system if the dizzy s looking old, spot-on sparking from the likes of Lumenition or Aldon will be needed for higher mods.

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That said, even the last Mk1s are rapidly approaching their 20th birthday and most examples could benefit from updating and a bit of the tuner's art.

Now is definitely the time to buy too. The years of the Mk1 XR2 Cars being scrapyard fodder are rapidly coming to an end - expect to pay £600 to £1000 for a good starting point for tuning, and up to £2500 for a minter - but there are still cheap-as-chips and rotten cars out there suitable as a good source of the model's sometimes-unique spares. Spend up to a couple of thousand quid on tuning a sound XR2 Cars and you'll end up with a motor far more useable, rare and classier than anything wearing a VW or Peugeot badge.

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For the first three and a half years of Fiesta production, the term hot hatch passed the blue oval's "super mini" by. While other manufacturers were trying desperately to catch up with the groundbreaking Golf GTi, Fiesta buyers could only potter around in an S version of the car, which proved that go faster stripes and deck chair-patterned upholstery on an otherwise granny mobile do not make a Sports model. Changes began in October 1980 with the Kent-engined 1300 Supersport, and the company finally hit the right spot with the introduction of the Dunton Special Vehicle Engineering group's 1600ccXR2 Cars, just over a year later.

The long wait was certainly worth it though, and the XR2 Mk1 Cars was, and still is, one of the best examples of the hot hatch genre's halcyon days. It had 84 bhp performance, and handling and braking far in excess of the base models in the range - so good in fact that an aftermarket turbo version tested by Autocar in 1982 needed no uprating in any way, apart from fitment of the blower.

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In late 1999, the Ford Fiesta Mk5 was released and saw some minor changes from the previous model, including a front clip that was inspired by the Ford Focus, and a new bumper design and wheel look. A 1.6 liter Zetec engine was introduced which produced over 100 horsepower, and more suspension modifications were made, making the car one of the best handlers on the market. The aftermarket loved these engines, and upgrades were available that would push it to over 160 horsepower quite impressive for such a small vehicle. The Mk5 was produced until 2002, when the current look of the Ford Fiesta was unveiled.


The Mk6 Ford Fiesta was introduced in 2002, and so much change had undergone the line over the years, that it no longer had any ties to its former self. The ST model was released, capable of speeds of up to 130 MPH and was offered with 17 inch wheels, different bumpers and skirting to set it apart from the standard Fiesta. This model is available in Europe today, and will be released in North America as a 2011 model.

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The Ford Fiesta Mk3, first produced in 1989, is by far the most popular and longest-lasting Fiesta model to date, with production continuing until 1997 -- an eight-year reign. The highest sales years for the Ford Fiesta were the early 1990’s, with the introduction of fuel-injection engines to the line. Airbags became available to the Ford Fiesta in 1994 for the first time, as well as restructuring of the body and frame to make the vehicle safer in collisions.


The Mk4 was introduced in 1995 and sales skyrocketed in Britain for the next three years. Ford used heavy Italian car influences in the new design, which utilized the same Mk3 chassis, but incorporated a much better suspension package. Engines were available in 1.25 liter and 1.4 liter sizes and were known as the Zetec line. There was also a diesel motor which featured an overhead cam design. This model of the Ford Fiesta was offered by Mazda, and called the 121 or Soho, depending on location of release. The Mk4 was produced for four years, from 1995 to 1999.

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By 1980, over one million Ford Fiestas had been produced, making the vehicle a huge success for Ford. That year also marked a drastic design change for the Ford Fiesta. The square headlights were replaced with larger, round headlights, and a new high-output motor, named the XR2 Cars, was available. This new Fiesta boasted a 0-60 time of just over nine seconds and advertised a top speed of 105 MPH, making it a favorite mini car for the street-race crowd well into the 1980’s.


In 1983, the Mk2 Ford Fiesta was introduced which used a four cylinder, inline motor and was offered in either a 957 cc size which produced only 40 horsepower, or the bigger 1597 cc engine which tipped the power scales at 84 horsepower. The body of the new Ford Fiesta was essentially the same, with the exception of a more aerodynamic front end and a reworked interior. The hotter XR2 engine produced 96 horsepower and was mated to a five-speed manual transmission. While a truly fast, performance-minded Ford Fiesta was never actually produced, many aftermarket kits were available to enhance their performance, including turbo setups that could boost the horsepower to well over 120. The Mk2 model was offered through 1989.

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The Ford Fiesta was designed by Ford of Europe in the 1970s to compete with the new “super mini” car design that was being introduced by companies like British Motor Corporation, MINI, and even Vauxhall, who produced the first Chevrolet Chevette in 1975. Fiat and Renault were also manufacturing smaller, front-wheel drive vehicles that were big on gas mileage.


The Mk1 Ford Fiesta utilized a four-speed, manual transmission to operate with the 957 cc engine, which came to be known as the “Valencia”, and was named after the factory that Ford built, which was intended to produce only Ford Fiestas. All the versions offered for American buyers featured a larger 1597 cc four cylinder engine.

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Handling is one thing that really needs a little attention on most models. A stiffer spring and damper and lowering of 35mm will really do much to improve handling. (The handling of the St model is actually very tight from the factory though!)

Induction kits and sports exhausts, although popular modifications will do little to add power to anything less than a 1.6 litre engine. Getting the head gas flowed and ported and converting early models to electronic ignition and fuel injection are probably the best choices of modification around.

Fast road cams will also make quite a difference to the power characteristics of the 1.6 and 2.0 engines.

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Picture Of XR2 Cars