Ford Corsair (1963 to 1970)

Ford of Britain launched the Consul Corsair at the London Motor Show in October 1963 to fill the gap between the Cortina and the big Zephyr and Zodiac, effectively replacing the short-lived Consul Classic. Underneath it was a stretched Cortina, sharing much of its structure, cabin and running gear, but it wore a distinctive pointed nose inspired by the American Thunderbird and vertical tail lamps that hinted at fins. It was aimed at buyers stepping up from the family-car class who wanted something that looked a little more prosperous.

The first cars used the 1.5-litre pre-crossflow Kent four from the Cortina, including a GT version. From autumn 1965 the Corsair became the launch car for Ford's new Essex V4, first as a 1.7 and then as a 2.0. The V4 gave much stronger mid-range pull and, in 2.0 form, a period top speed of around 100mph or more, but its narrow 60 degree vee made it notably rough and vibratory even with a balancer shaft. Contemporary testers commented on its uneven idle and coarse feel.

Around 300,000 or more were built across saloon, estate and convertible forms, but the survival rate is very low, with sources suggesting only a few hundred remain on the road. Today the Corsair has a loyal following as a characterful and uncommon period Ford, praised for its looks and for easy parts sharing with the Cortina.

• Years built: October 1963 to 1970, built at Halewood and, in the final period, Dagenham.
• Body styles: four-door saloon (most common), two-door saloon (few made), Abbott of Farnham estate conversion (from 1966), and Crayford convertible conversion.
• Engines: 1,498cc Kent pre-crossflow four, 1963 to 1965, 60bhp in standard form and 78bhp in GT form (Wikipedia figures). 1,663cc Essex V4 from 1965, quoted at 73bhp by Haynes and Wikipedia and 76.5bhp by Classic & Sports Car. 1,996cc Essex V4 from 1966, about 92bhp, with higher outputs quoted for the 2000E.
• Gearboxes: four-speed manual; an automatic option existed on V4 cars.
• Brakes: front discs and rear drums, with servo assistance on the 2.0-litre cars.
• Production: Wikipedia's table totals 331,095 (159,951 four-cylinder and 171,144 V4), while its text and other sources quote roughly 300,000 to 310,000. Classic & Sports Car gives about 135,000 for the V4 including GT models. Treat all figures as approximate.

• October 1963: Consul Corsair launched with the 1.5-litre four in standard, De Luxe and GT trims.
• Autumn 1965: range revised with the 1.7-litre Essex V4, a new dashboard and improved ventilation. A V4 GT is offered. Larger front discs arrive with the V4.
• March 1966: Abbott estate added to the catalogue.
• 1966: 2.0-litre V4 introduced, with an improved version from January 1967. A 1966 car could be a 1.7 or an early 2.0, so check exactly what is fitted.
• April 1967: the GT is replaced by the 2000E executive model with extra trim and a vinyl roof. Wood veneer dashboards became the norm from around 1967.
• Crayford built convertibles (around 200 according to Wikipedia) and a very small number of cabriolets, and also offered a 3.0-litre Essex V6 conversion.
• 1970: production ends, the role taken over by the larger Mk III Cortina.

Bodywork and structure

• The monocoque shell is closely related to the Cortina's, and many Corsairs lived hard lives as company cars.
• Doors are a known rust area, so check the bottoms and outer skins for bubbling. Look carefully at the sills, the boot floor and the spare wheel well.
• Inspect the inner wings, floorpan and jacking points from underneath where possible, and look for filler with a magnet.
• Brightwork varied by trim level. Only De Luxe and GT cars had it as standard, so extra chrome on a base car may have been added later. Small chrome parts are often easier to find than to rechrome.
• The Thunderbird-style nose and tail are unique to the Corsair, so check the front panel, headlamp surrounds and rear lamp area for damage or poor repair.
• On a claimed Abbott estate or Crayford convertible, establish that it is a genuine conversion rather than a later copy; the clubs can help.

Engine

• Both engines are robust in principle and share parts with many other Fords.
• The Essex V4's cam is driven by a fibre gear that can break with age, at high revs or after overheating. The engine is an interference design, so a broken gear can wreck valves and pistons. Ask whether a steel gear has been fitted.
• A worn hexagonal drive from the camshaft to the oil pump can stop the pump. Watch the oil pressure gauge or warning light closely when the engine is started.
• Other known V4 failings include leaking head gaskets, worn balancer shaft bearings and bearing failures. Listen for knocking and look for oil and coolant leaks around the heads.
• Some roughness is normal for a V4, but excessive vibration may point to worn engine mounts or balancer problems.
• Check oil consumption claims and look for blue smoke. Modifications such as Weber carburettors are common; ask who did the work.

Gearbox and drivetrain

• The manual gearbox is generally durable. Check that it selects cleanly and that synchromesh is not crunching on the changes you can test with the engine running.
• Check the propshaft and rear axle for leaks and play.
• An automatic car should engage drive and reverse promptly with no long delay or slip.

Suspension, steering and brakes

• Excess play in the steering may indicate worn track control arms. Stiff or heavy steering can be down to incorrect alignment.
• Check the front discs and rear drums, flexible hoses and steel lines, and on 2.0-litre cars that the vacuum servo is not leaking.
• Bounce each corner to assess the dampers, and look for sagging rear springs.

Electrics and interior

• The instrument panel uses a printed circuit board, so a wayward fuel or temperature gauge may be a board or wiring fault.
• A slack fan belt can stop the dynamo charging properly; check tension and that the ignition warning light goes out.
• Cortina seats and steering wheels fit the Corsair, so check the interior is the correct type for the car.
• Earlier cars had a different dash finish from the later wood veneer type; check which the car should have.

Identity and paperwork

• Check that the chassis plate, V5C and engine type agree. Engine swaps between 1.7 and 2.0 V4s are easy and not always declared.
• A genuine GT, 2000E, Abbott estate or Crayford convertible should be supported by documentation, and the owners' club may be able to advise on authenticity.

Mechanical parts are shared widely with the Cortina and with other Essex V4 Fords such as the Transit, Zephyr 4 and Capri, so many service and engine parts can be found through classic Ford specialists. Body panels and model-specific trim are much harder. The Ford Corsair Owners Club (fordcorsairownersclub.co.uk (opens in a new tab)) was founded in 1985, publishes a quarterly newsletter and is the main source of advice, parts leads and contacts.

• Which engine is fitted, and is it the original type for this car?
• Has the V4's fibre timing gear been replaced, and when?
• What welding has been carried out to the sills, doors and boot floor, and is there a record of it?
• When was the oil pump drive and oil pressure last checked?
• Does the trim, such as the dashboard and brightwork, match the original specification?