Cosworth solidified its association with Ford on road cars by developing the YB series of engines. Starting with the Ford Sierra RS Cosworth in 1986 with the famous in-line four producing 204 PS, this hugely successful engine destined for great things both on and off the track. This collection includes three of those famous cars, all very successful for both Ford and Cosworth which made Ford Cosworth a household name.

During the 1960s, Colin Chapman’s rapidly expanding Lotus car company and F1 team enjoyed a fruitful partnership with Ford. The Lotus Cortina Mk1 won races in spectacular style and Chapman worked closely with Cosworth’s Keith Duckworth and Ford PR genius Walter Hayes to develop the DFV, the engine that would revolutionise F1 and which was initially designed for the Lotus 49 F1 car. Chapman was given a new Ford Cortina Lotus as a company car and that is the car modelled here. He kept it into the early 1970s, covering 14,233 miles, before it was put on display in the company’s museum until 1998.

Ford Escort Mk1 RS2000 Daytona Yellow The RS2000 was the last MK1 RS Escort to be announced and was created by fitting the Mk3 Cortina’s SOHC 2-litre engine into the smaller, more nimble Escort. It was ideally suited to both Group-1 motorsport or spirited road use and in standard guise was not much slower than the more expensive and complex Cosworth BDA engined RS1600. It was unveiled on July 4th 1973 and 5,334 were produced in only eighteen months, 3,759 of which were for the UK. The RS2000 modelled was first registered on October 18th 1974 by Finchley-based Ford dealers W. Harold Perry, Ford’s main London dealer from 1912, and retained by them until March 1975 as a demonstration car.

The car modelled was purchased from Tildesley Ford, Walsall, for £1250 on August 1st 1973 by a then 25 year old engineering company MD, Ivor Grange. He bought it off the showroom floor, pleasing salesmen who’d nicknamed this colour ‘doom blue’; yellow or orange being the fashion. Unusually, it had been built with black cloth seats but he requested two dealer-fit extras, a vinyl roof and Dinitrol rust-proofing. He drove it for 10 years, 56,000 miles, before putting it in his garage for restoration. In 2007 Ivor sold it, untouched, to Midlands-based enthusiast Mark Rogers who totally restored the car and was delighted that Ivor was able to join him displaying the car in the 2017 NEC Classic Car Show’s Pride of Ownership competition.

Ford Capri Mk3 3.0S Graphite Grey The Capri Mk2 of 1974 revised the successful 1969 Mk1 by adding a useful hatchback while retaining the sports coupe’s attractive basic outline. The Mk3, launched in March 1978, brought in many detail upgrades the most obvious of which were the partially shrouded twin-headlamps, front-spoiler, wrap-around bumpers and slatted grille. These, combined with the rear-spoiler, lowered the drag coefficient to 0.374, a reduction of 12.6%, and improved both high-speed stability and fuel economy. This made an attractive showroom package and remained in production at Ford’s Cologne plant until December 19th, 1986, by which time 324,045 Capri Mk3s of all types had been produced.

The V6 Capris are often regarded as the most desirable models in the Capri range but many enthusiasts regard the 2.0S as equally desirable, especially if the 2-litre SOHC engine has been tuned. The smaller engine created a less nose-heavy car that was 188kgs lighter overall and, when fitted with the more responsive S suspension package, was a very appealing driver’s car. It was only one second slower to 60mph than the V6 but also considerably more economical. The Mk3 2.0S also featured a rear spoiler and an integrated front-apron spoiler which reduced lift by 7% and drag by 6%.

The Mk4 Cortina was based on the existing Mk3 platform but sported a totally new body, which was crisper and less American influenced than the Mk3 had been. It was styled under the leadership of Uwe Bahnsen at Ford in Germany and was now almost fully integrated with the European Taunus range. A 2.3-litre V6 model was made in relatively small numbers but the 2-litre 4-cylinder Ghia was the defacto top model for economy minded company car users and was luxuriously equipped for its era, featuring a wood-veneer dashboard and door cappings, extra sound deadening, a vinyl roof, cut-pile carpet and luxury cloth seats.

Apollo Green The 1977 Mk2 Granada was based on the underpinnings of the Mk1 but Ford put a great deal effort into both the refinement of the car and its aerodynamics. The result was a luxury express which, in top of the range Ghia trim, offered serious competition to the premium luxury brands but was, in the Ford tradition, still simple and economical to service and maintain. All European market Granadas were built in Cologne, Germany, and featured the German-designed 2.8-litre V6 in place of the Mk1’s 3-litre ‘Essex’ engine. The Mk2 Granada remained on sale until 1985, by which

Ford purchased Italian coachbuilders Carrozzeria Ghia SpA in 1970. Initially Ghia worked on future Ford designs and concept cars but in the early seventies the Ghia name was transformed into the company’s most luxurious trim level on both European and American Fords. The Escort Mk2 Ghia featured more sumptuous cloth upholstery, wooden trim on the dashboard, distinctive square headlights, bright side mouldings, a Ghia crest on the lower part of the front wings and a vinyl roof. The majority of Ghias built were 4-doors, so 2-door examples are now rare because many of the small number produced have been converted for motor sport use.

The Mexico nameplate survived into the Escort MkII range but the car lost the 1600 crossflow OHV engine that had been so crucial in securing victory on the 1970 London to Mexico World Cup Rally and been such a huge part of the subsequent ‘Mexico’ tribute road car’s character. Instead, the Mk2 used a 1600cc version of the RS2000’s SOHC engine. It was only 2 seconds slower to 60mph than the RS2000 but at £2978, £541 cheaper. The Mexico was the entry-level Mk2 RS Escort but is now amongst the rarest as only around 10% of the 2,290 produced in Saarlouis, West Germany, remain.

Ford Capri Mk1 3000E Silver Fox The Capri was created to replicate in Europe the spectacular success of the original 1964 Mustang in the USA. The two cars were conceptually similar, taking components from volume-selling saloon cars and wrapping them in an achingly beautiful, and thus desirable, coupe bodyshell. When launched in 1969 Ford dubbed the Capri ‘The Car You Always Promised Yourself’ and it created almost as much of a sales frenzy as the Mustang had. The 3000E was launched in March 1970 and was one of the most desirable Capri variants offering GT performance with the added luxury features befitting of Ford’s E for Executive badge.

Jaguar's sublime 1968 XJ6 Series 1 was always designed to accept the refined new 5.3-litre V12 the company had been developing for some years. When the XJ12 was finally revealed in 1972 it was the best and most refined car in the world, effortlessly powerful, supremely comfortable, and whisper quiet. The 1973 Series 2 built on that, improving the heating, ventilation and air conditioning, grouping the minor gauges in front of the driver, and altering the switching so a number of functions were controlled by stalks rather than switches. The most obvious external change was the two-piece grille, split by a higher front bumper that was designed to meet new US minimum bumper-height regulations. Jaguar purchased Daimler in 1960 and, when they amalgamated with BMC in 1965 to form BMH, became part of the same group as renowned coachbuilder Vanden Plas, Kingsbury, London. The V12 engine enabled the historic Daimler Double-Six name to be revived, thus the car modelled here became the most luxurious long-wheel-base XJ-derived car available. Hand finished by Vanden Plas' craftsmen the Double-Six featured unique colour schemes, Vanden Plas badges, a vinyl roof with chrome finisher at the rear, chrome-swage-line trim, chrome door mirrors, unique leather seats with individualised rear seats, boxwood inlayed interior wood trim, enhanced door trims, Birstall Evlan carpets, rear console cigar lighter and lambs' wool over-rugs. The resulting machine was a distinctive and serious rival to far more expensive cars. Engine: 5343cc V12 SOHC Power:285bhp@5750rpm Torque: 294lb.ft@3500rpm 0-60mph: 7.8 seconds Maximum speed: 147mph Weight: 4032Lbs

From late summer 1974 the Thames Valley Police (TVP) XJ6 modelled was based at TVP HQ, Kidlington, or 'Traffic South' as it was known. This was also where TVP serviced their vehicles. It was one of a number of 4.2-litre Jaguars, all fitted with a manual/overdrive gearbox, used by TVP 'Traffic' for motorway work. They were very popular with the officers who crewed them and many considered them to be the best motorway car that the force ever used; their speed and general performance were outstanding. This particular car had an experimental Dayglo orange vinyl sticker on the boot lid, which gradually faded with frequent washing and was not fitted to TVP's other Jaguars.

At that time the force's work was divided into three traffic areas, North Eastern, North Western and Southern. The traffic officers would work for two weeks on the motorway using the Jaguars and then two weeks on Divisional Traffic, which at this time was transitioning from using Rover P6 V8s to V6 Ford Granadas. All the Jaguars had their rear seats removed and a plywood floor fitted on which were stored 24 cones, a first aid kit, jack, crowbar, stretcher and other equipment. Red warning flares were stored on the back parcel shelf and signs in a rack in the boot. Any prisoners or other passengers in the Jaguars had to sit on a wooden platform between the cones, without a seat belt.

Engine: 4235cc 6IL DOHC Power: 170bhp@4500rpm Torque: 231lb.ft@3500rpm 0-60mph: 8.9 seconds Maximum speed: 125mph Unladen weight: 3808Lbs

Jaguar and the leaper device are trademarks owned and licensed by Jaguar Land Rover Limited.

Jaguar XJ6 Series 2 4.2-litre Strathclyde Police The Jaguar Mk2 3.8-litre brought unmatched power and performance to the compact saloon market in the early 1960s and became a firm favourite among the officers who drove them. Many forces remained loyal to Jaguar and adopted the groundbreaking 1968 XJ6 as a traffic car to patrol Britain’s then rapidly expanding motorway network. The example modelled was one of the last two XJ6s Series 2s purchased
by Dunbartonshire Constabulary. It is, however, presented in the livery it wore after May 16th, 1975 when Strathclyde Police was created by amalgamating eight forces into one unit matching the border of the then new Strathclyde Regional Council.

The original 1984 Escort Mk3 RS Turbo was developed for Group A motorsport and was very successful on track. It also, however, sold strongly and acted as an image booster for the whole range so when the Mk3 Escort was revised to create the Mk4 in 1986 the Turbo became a mainstream model and acquired a softer character, whilst retaining the original’s electrifying pace. The new RS Turbo was a very appealing showroom package, at just £10,028 it featured ABS as standard as well as Ferguson Development’s clever viscous-coupling limited-slip differential, which endowed it with handling far superior to any previous powerful front-wheel-drive car.

The Mk5 Escort would be launched in Autumn 1990 so Ford refreshed the XR3i in autumn 1989 to keep it competitive in its last year on the market. These changes included very attractive 14” ‘Lattice’ alloy wheels, a new colour-coded front bumper with an integrated chin spoiler and a wider air intake, a new rear spoiler which drooped down at the edges for improved high-speed stability and the option of ABS brakes, which cost £315. The CVH engine was fitted with a new electronic fuel injection system that offered only 3 bhp more power but much improved fuel economy and lower emissions.

The camper modelled was built in Hanover, Germany, in October 1966 to option codes M396 - UK market RHD, and M543 - no seating in load area. It was supplied directly to VW's official UK camper van builder, Devon Conversions, Sidmouth. Although Devon Conversions specialised in VW's, founder Jack White having started by converting his own VW in 1955, they did expand into producing campers using other base vehicles. The company moved to larger premises in 1960, a former gas plant called the Alexandria Works, which had its own rail link to get vehicles in and out efficiently, and by the mid 1960s were converting well over a 1000 vehicles per year.

This example was owned for many years by enthusiastic Split Screen Van Club (SSVC) member Christopher Pratt from Derbyshire, who restored the bodywork in 2010 and made sure, unusually in a VW Type 2, that the vehicle was kept completely original. In 2013 it was purchased by Shropshire-based fellow SSVC member Ted Thomas. He's rebuilt the engine, gearbox and other running gear of the van himself, being an engineer by trade. He has also made sure it is kept original, something that's easier to do on this vehicle as it is one of the first to use a 12 volt electrical system. Ted and his family enjoy using the van regularly and it won 'Best Splitscreen' at Camper Jam in both 2016 and 2017.

Engine: 1,493cc HO AC OHV SP Power: 53bhp@4200rpm Torque: 78.1Lb.ft@2600rpm Maximum speed: 65mph Unladen weight: 2,447lbs Length: 168.9 inches

Trademarks, design patents and copyrights are used with the approvals of the owner Volkswagen AG

The Rat-Rod or Rat-Look scene is a huge and growing part of classic car culture and air-cooled VWs have been central to its creation and popularity. RAT is an acronym for 'Recycled Automotive Transport', a perhaps ironic salute to the prevailing western culture, but RAT-Look vehicles are not what they appear. Mechanically they are often far better than they were when new. More powerful engines, better brakes and custom suspension are hidden under an exterior which has been carefully and expensively prepared to look like it's been abandoned in the sun for decades.

The finish is often preserved by a matt clear coat varnish, which stops the vehicle rusting and preserves that 'patina'. The origin of the 'look' came from 1950s hot rodders in the USA being much more interested in go than show, spending every penny on the mechanics of their ride and not worrying about the appearance because money and time could be better spent elsewhere. That produced a look which started to be emulated and became cool. As a new generation started to modify cars with unit construction and single-width styling there was more room for expression in paint and less in terms of the visible engines and axles which defined the 1960s Hot Rod movement. On these new generation modified cars stance became all important, as the look of the car could be radically altered without changing too much sheet metal.

Trademarks, design patents and copyrights are used with the approvals of the owner Volkswagen AG

The original Type 2 sold in far larger numbers, and eventually guises, than VW had originally envisaged when it was launched in 1950. Sensibly, they evolved this successful concept and launched the second generation Type 2 in late 1967. The new vehicle was larger, more powerful, more comfortable and more versatile, but retained the original's charm and its air-cooled rear-engined layout. It was almost immediately nicknamed the 'Bay Window' because of its large wraparound windscreen and is now often known just as the 'Bay'. The example modelled was first registered on May 3rd 1979 and immediately sent to Devon Conversions, the company who invented the word Caravanette, to be turned into a camper.

Now with its 14th owners, and located in East Kent, it was extensively restored by the 13th, a Suffolk-based couple, who had it from January 2016 to November 2018 and christened it 'Pepper'. During this time both the engine and body were substantially rebuilt and it was then resprayed and then lightly modified, being fitted with Porsche-style Fuchs alloy wheels, Porsche heated seats and slightly lowered suspension. It has also since been fitted with electric power steering, making it much easier to manoeuvre, and particularly when towing the colour-matched VW Beetle styled trailer which is, of course, called 'Salt'. Previously to the 13th owners it has been owned all over England at locations such as Hastings, Andover, Rugby, Woking, Cirencester, Braunton, Stockton-on-Tees, Redcar, Blyth, and South Shields, so a well travelled van! Pepper is one of the last 'late Bays' produced in Germany, although production continued in Brazil until 2013 by which time well over 2 million had been produced.

Engine: 1584cc 4HO OHV Power: 66bhp@4,800rpm Torque: 85Lb.ft@3400rpm Maximum Speed: 68mph 0-60mph: 24 seconds MPG: 22 average

Trademarks, design patents and copyrights are used with the approvals of the owner Volkswagen AG

RAT is an acronym for 'Recycled Automotive Transport', perhaps an ironic salute to prevailing western culture. However, although RAT-Look vehicles may look like they have lain abandoned for years, the very opposite is usually true; that look has often been achieved by putting in a great deal of effort, and money. The VW scene has led the way in creating RAT-Look vehicles that are, in themselves, works of art. Builders go to extremes, painting a vehicle with multiple coats which are then sanded back to different depths revealing a patchwork quilt of feathered colours. Graphic designs are then carefully created over this patch work of paint colours then weathered to match the whole look. Stance is all important to RAT-Look VWs, which often sit very low, giving the RAT-Look car attitude.

However, the engine, suspension, brakes and transmissions are usually far superior to the original with many Rat-Look cars having big power outputs and carefully developed chassis. The deliberately weathered look is now so popular, enthusiasts can spend more time and money creating that exact look than they would have done on a conventional restoration. Once the desired style is achieved it is carefully persevered with a clear coat which seals the rust but prevents it taking hold of the vehicle to a level which would damage its integrity. The great thing about the RAT-Look is there are no rules, what the builder thinks looks good is good.

Trademarks, design patents and copyrights are used with the approvals of the owner Volkswagen AG

Triumph realised the Michelotti-styled 1961 TR4 body was looking dated by 1967, however, it just needed restyling to remain competitive. It had received a new IRS chassis in 1965 to become the TR4A, and in 1967 Triumph had slotted in their smooth 2.5-litre 6-cylinder engine to create the TR5. With Michelotti too busy, West German coachbuilders Karmann were tasked with modernising it and the resulting 1969 TR6, which featured new panels front and rear on the TR5 base, was immediately successful. The TR6 remained in production until July 1976 and 91,850 examples of the last separate-chassis TR were built, making it the most numerous of a family started by the TR2 in 1953.

The TR6 modelled was first registered in London in September 1973 and was extensively restored between 1986 and 1988 by then owner, Robert Cleveland, who kept the car until 1999. It was then sold to sixth owner Robert Russell who used it for just over a year before putting it into dry storage until 2012. Current owner, Kent-based Jon Bell, purchased it in June 2012 from specialist TRGB, Somersham, Huntingdon, when it had covered just over 73,000 miles. He immediately commenced recommissioning the car, rebuilding the brakes, fuel injection and numerous other components, but didn't need to paint it as that had survived well. He enjoys using the car regularly and took it on a trouble-free journey to Le Mans in 2017.

Engine: 2498cc IL6 OHV Power: 150bhp@5000rpm Torque: 164lb.ft@3000rpm 0-60mph: 8.2seconds Maximum speed: 119mph Weight: 2473Lbs

The Triumph logo and the Triumph wordmark are trademarks of BMW AG and are used under license.

After Group B was abandoned and Ford’s bespoke RS200 rally machine was no longer eligible Ford rallied the 4WD Sierra Sapphire Cosworth, but it was too large to win regularly. Boss, Stuart Turner, who was not an engineer, suggested what they really needed was a Sapphire Cosworth 4x4 chassis under the new, smaller, 2-door Mk5 Escort body. The engineers laughed openly at this naïve idea, then went away and did it anyway, grafting an Escort body on to a shortened Sierra Cosworth floorpan. The resultant 1992 Escort Cosworth won ten WRC events and was one of the fastest road cars of its era.

The Mk1 Escort RS2000 had proven to be a huge hit, especially in the UK, and showed the potential of the idea, so Ford took the Mk2 RS2000 up market, positioning it as the performance car every young professional needed. A new deformable polyurethane nose transformed its look and gave it a distinctive, more glamorous, identity but it was practical as well, reducing drag from a CD of 0.444 to 0.386. Announced at the 1975 Geneva Motor Show the RS2000 became the best-selling RS Escort ever made with over 23,000 being produced at Ford’s Saarlouis plant in Germany before production ceased in July 1980.

Ford’s AVO plant, which had been created to build short runs of limited-edition cars, was mothballed in 1975 but the company still wanted to offer enthusiasts the option to build the RS Escort of their dreams. Thus the customer or Dealer-fit Series X modifications were developed. The Series X tuning parts catalogue addressed every area of the car, engine, brakes, suspension and body styling but customers could pick the components that they wanted or more pertinently,
could afford. Six X-pack RS2000s were built by Ford’s engineers at Aveley using the full body kit, which was made for the company by Fibresports of Essex.