11 replies to this topic

[SpecialKS]

Hi all,

I'm looking for technical specs of the Ford Escort MK1 1300 GT racing in GB during the late 60's,
driven by Fitzpatrick, Craft and others.

Or look here: http://www.racingspo.....01300 GT.html

Wasn't successfull on searching the net up to now.

Does anybody here have any idea?

Thanks a lot in advance.

Edited by SpecialKS, 30 December 2010 - 20:43.

[doc knutsen]

Hi all,

I'm looking for technical specs of the Ford Escort MK1 1300 GT racing in GB during the late 60's,
driven by Fitzpatrick, Craft and others.

Or look here: http://www.racingspo.....01300 GT.html

Wasn't successfull on searching the net up to now.

Does anybody here have any idea?

Thanks a lot in advance.

The cars were built to FIA App K Group 2 specs, the FIA homologation papers period G1 and G2 will tell you what was allowed on the cars in period. These pushrod-engined cars were very quick, but the emergence of the 1300 GTA Alfa saw the need for Ford to utilize the BDH which was a quantum leap. But the "Oil Crisis" of early 1974 spoiled a lot of the potential fun, with so many National championships going Gr 1 after that. If I remember correctly, Ford also built an 1150 BD engine for the tiddler class and it was run with success in the Swedish championships which remained Gr 2 for another couple of years.

[RS2000]

I'm sure we have had an earlier thread on here. Specifically for the late 60s, the Broadspeed BSCC cars originally (68) ran to Appendix J Gp5. (post above is a simple misstype K for J?) Then the BSCC regs changed to (or rather rather reverted to) Appendix J Gp2. Not that it was quite as simple as that, since the UK regs fiddled a bit with the FIA regs for 69 onwards (although not to the same extent as they murdered Gp1 later on). In very general terms, Broadspeed carried forward the carburation concept used on the earlier 1000cc pre-Xflow Anglias? The general "freedoms" under the relevant Appendix J Group will govern what was allowed and, where so restrictive that homologated options/alternative production was resorted to, the homologation papers.

Edited by RS2000, 30 December 2010 - 23:21.

[doc knutsen]

I'm sure we have had an earlier thread on here. Specifically for the late 60s, the Broadspeed BSCC cars originally (68) ran to Appendix J Gp5. (post above is a simple misstype K for J?) Then the BSCC regs changed to (or rather rather reverted to) Appendix J Gp2. Not that it was quite as simple as that, since the UK regs fiddled a bit with the FIA regs for 69 onwards (although not to the same extent as they murdered Gp1 later on). In very general terms, Broadspeed carried forward the carburation concept used on the earlier 1000cc pre-Xflow Anglias? The general "freedoms" under the relevant Appendix J Group will govern what was allowed and, where so restrictive that homologated options/alternative production was resorted to, the homologation papers.

The BTCC ran to Gr 5 up to, and including 1969, reverting to Gr 2 from 1970. I cannot recall 1300 pushrod Escorts in Gr 5, but it may be my memory at fault here (just like a slipping finger between J and K on the keyboard )
I am intrigued as to in what ways the 1970-73 British TCC regulations differed from contemporary Gr 2. I have read one ot two references to this, but neither was very accurate, confusing the Gr 5 years to the Gr 2 ones. Some of the BTCC regulars ran abroad, and the Continental hotshoes ran some of the BTCC races and those races were very competitive, with little or no noise being made about any regulation differences. Does anybody have any details on this? I run a couple of cars in Nordic historic saloons, FIA G2, and those are run strictly to FIA specs (an HTP is a requirement for taking part), and a couple of Finnish-based Escort 1300GTs are the class of the 1300 category, often mixing it with the 1600 Twinks and some 2-liter cars. Those pushrod 1300 Escorts have their FIA HTP so would be absolute watertight as far as complying with the FIA regulations is concerned.

Edited by doc knutsen, 31 December 2010 - 09:46.

[Frank de Jong]

I am intrigued as to in what ways the 1970-73 British TCC regulations differed from contemporary Gr 2.

I have never heard of differences between 1970 Group 2 FIA and British regulations; British cars ran in the Silverstone TT ETCC rounds without alterations as far as I know.
In 1968 there were differences for Group 5, mainly on type of cylinder heads; UK allowed Formula-2 spec FVA 16 valve engines in Cortinas or Escorts, where this was not allowed elsewhere in Europe.

[SpecialKS]

Thanks for your answers.

Finally found something:

http://www.dlg.speed.../autos/2084.php

http://www.dlg.speed.../autos/2087.php

But I think the pictures don't always correpond to the data posted there.

So the search goes on.

I wish you a happy new year!

Edited by SpecialKS, 31 December 2010 - 22:03.

[Frank de Jong]

There seems to be something wrong in the database; the first car was tuned by Zakspeed instead of Broadspeed. The second one seems fine to me.

[SpecialKS]

There seems to be something wrong in the database; the first car was tuned by Zakspeed instead of Broadspeed. The second one seems fine to me.

http://speedy1.smugm...379440681_fpAt5

[GregCozier]

The 1968 Broadspeed 1300GT BSCC cars used non-crossflow engines. In addition, the inlet ports were welded and re-milled at an inclined angle, I would guess about 45 degrees. The engines were also fuel injected but I'm not sure what system was used. I have no information on engine internals.

[SpecialKS]

Pretty difficult to find more info.

Engine internals are what I'm looking for.

Maybe there is something in Graham Robson's book: The works Escorts - I don't know.


Found that but without more concrete details:

http://bbs.rallyespo...ead.php?t=31957

[Tweddell]

Uploaded with ImageShack.us


Broadspeed preparation of thier 1300 gt race cars. drysumped lubrication, Lucas fuel injection, vertical inlet ports

[RS2000]

The 1968 Broadspeed 1300GT BSCC cars used non-crossflow engines. In addition, the inlet ports were welded and re-milled at an inclined angle, I would guess about 45 degrees. The engines were also fuel injected but I'm not sure what system was used. I have no information on engine internals.

They would have to have used the Xflow block rather than the pre-Xflow block, as only the former was fitted (and thus homologated) in any Escort other than the TC? (Block in Group5 was as Group2, only head was not). Would be logical to use their known Anglia head arrangement in 68. Which raises another question - did Broadspeed use Anglia axles on the 68 Escort GTs? They had standard rear arches (from outside at least) and it is notoriously difficult to get much wider wheels under a standard MK1 rear arch. A way of getting wider tyres?? Early in 68, no Escort had competed with the later bubble arches. These Broadspeed Gp5 cars must have been the first with flared front arches? Not sure what was going on at that point. Arch extensions had always been a bit "grey" in Gp2/5, with even Mini screw-on ones having to be specifically approved originally?

Edited by RS2000, 09 January 2011 - 17:57.