Mk 1 3000GT CAPRI Restoration.
Our lastest epic project is this rare facelift Mk1 3000GT, built in the halewood plant in 1973 and fitted with the otional rallye pack, vinyl roof and cloth/vinyl seats. It arrived partially stripped with the vinyl removed and first impressions are that it has had a very dubious repaint and is full of filler.
With the remaining trim removed the full extent of the Capri’s corrosion and dodgy repairs is evident.
Our first impressions were correct the car is definately full of filler and hiding some very bad repairs. There is over an inch of filler over the entire roof alone (that is a twenty pence on its edge that you can see)
The usual A post rot which was never repaired before the wings were replaced during its last repaint.
After an epic amount of stripping and blasting the 3000GT shell is now back and the full extent of the corrosion is visible and its not pretty, almost every single panel on the car has rusty holes in it somewhere.
A vast amount of panels are going to be required from the roof to the chassis rails.
An extra two top plates have been welded over the top of the originals making the inner wing top five layers thick.
Apart from the rust to deal with the Capri has an lot of bad plating and welding to remove as well.
Fortunatly Expressed Steel make the majority of the panels that are going to be required to get this GT back to its former glory.
Unfortunately the Capri’s roof has had a nasty plate welded in to replace a previous sunroof which has distorted the panel to the point its totaly unuseable.
After removing the two extra top plates the GT’s chassis number is still intact enough to read.
The bad repair combined with corrosion around a large portion of the roof means that fitting a new skin is going to be the only option.
With the outer skin removed we can now fit the replacement skin reclaimed from another MK1 capri.
1972 Ford Escort twin-cam - Reader Resto.
By: Eamonn Breen (owner) with Guy Allen , Photography by: Eamonn Breen.
Light and sporty and with a rich racing history, the MkI Escort has become a must-have for many.
My background with Escorts goes back to when I left school and joined a Ford dealer in the UK. I spent the first four or five years of my working life learning to work on the Ford cars of the day, which were Escorts, Cortinas and Capris. Even then the sports models were exciting to be around.
I tried other things for a while – got into Porsches and restored a Carrera – but I found myself gravitating back to the old Fords. I restored a Lotus Cortina about five years ago and sold that, with some regret.
Inevitably I went back to the old MkI Escort, which I learned to drive in and passed my test in. Not a twin-cam version, of course!
Having decided a twin-cam was what I wanted, my god, finding a good one was very difficult! I spent 18 months till I found this one through a workshop in Melbourne. It was a matching numbers car, which was important to me.
This is more or less the view you'd get if you were racing against one back when they were new.
Like a lot of these cars, it’s had a string of colour changes, going from white to red to green and back to white again. Over that time it’s had a light restoration under the stewardship of Rob Ramsay. Then it had another more thorough make-over under the guidance of John Hodge, which took more like three to four years. The second restoration started as a light rub-down for a colour change and turned into a major nut and bolt job.
The body was fully inspected and found to be in excellent condition throughout with no sign of any rust and no previous accident damage or welding. This was an opportunity to replace the extended rear wheel arches with standard size versions.
It was then primed in grey and re-spayed in two-pack to the original factory specification colour, which is ‘ultra-white’ including the engine bay and boot. Meanwhile the under body was given an anti-rust treatment.
Rob Roy Garage in Melbourne stripped and fully rebuilt the engine, and took the opportunity to get the presentation back to original. This was also a good time to get the gearbox stripped and rebuilt, and the propshaft refurbished and balanced, while the diff was renewed, as a limited-slip set-up.
An electronic ignition was installed in the interests of reliability and low-maintenace.
The radiator was refurbished and the hoses replaced. Of course the twin Weber 40DCOE carburettors were completely reconditioned, while all the lines and hoses were replaced.
New front struts and rear shock absorbers were fitted, the rear springs reconditioned and all the suspension bushes replaced.
Add in a new steering rack, track control arms and steering bushes to make sure it goes where you point it. The original Twin Cam steering wheel was also refurbished at that stage.
The exhaust system is one area that has strayed a little from original. It’s a complete stainless set-up.
Of course the brakes were fully rebuilt using new parts where possible, plus the Girling servo got a work-over.
As for cosmetics, the bumpers were given a new coat of chrome and the original Ford Twin Cam 5J steel wheels were reconditioned, painted and put aside for the moment.
Nothing left to chance here and the presentation is great.
When it came to assembling the end result, there was a big list of tasks to get through. New old stock Lucas headlights were fitted along with a fresh grille. New door window glasses and windscreen went in as well.
Inside, a new headlining and door cards were fitted, while overall the trim was redone as per the factory specification for this car.
To finish it off, new old stock Escort front wing badges and GT1600 stickers were sourced.
The dash is a high-spec thing for its day and that was given a complete work-over with fresh wiring.
Overall the car is about 95 per cent original spec as it left the Homebush Ford factory in March 1972.
These things are a very different experience to driving a modern car – very simple and light and responsive. It now looks and drives as new and is something I know I can rely on. I have a 4WD as daily transport, but I try to get the Escort out every weekend and go for a run. So all that work wasn’t wasted!
THE RESTO:
1. Stripped.
Incredibly, there was no significant rust or accident damage hidden under the paint.
2. Factory hue.
It’s been done in two-pack and back to the original white.
3. Flashback.
There’s a lot of work involved in getting the interior back to its former glory. Well worth the trouble.
4. Fresh grunt.
The engine got the rebuild treatment as well.
5. New legs.
Fresh dampers, rebuilt springs and a fresh LSD were part of the package.
6. Nice to have.
Having the original books and a known history is a big plus.
1972 Ford Escort twin-cam specs.
SUBSCRIBE TO UNIQUE CARS MAGAZINE Get your monthly fix of news, reviews and stories on the greatest cars and minds in the automotive world.