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The Ford Cortina is a mid-sized family car built by Ford of Britain in various guises from 1962 to 1982.

The Cortina was Ford's mass-market mid-sized car and sold in enormous numbers, making it common on British roads and was Britain's best-selling car of the 1970s. It was replaced in 1982 by the Ford Sierra. In other markets, particularly Asia and Australia, it was replaced by the Mazda 626-based Ford Telstar, though Ford New Zealand did import British-made CKD kits of the Ford Sierra estate for local assembly from 1984.

The Cortina was produced in five generations (Mark I through to Mark V, although officially the last one was called the Cortina 80) from 1962 until 1982. From 1970 onward, it was almost identical to the Germanmarker-market Ford Taunus (being built on the same platform) which was originally a different car model. This was part of a Ford attempt to unify its European operations. By 1976, when the revised Taunus was launched, the Cortina was identical. In fact, this new Taunus–Cortina used the doors and some panels from the 1970 Taunus.

All variants of the Cortina sold over one million, with each successive model proving more popular than its predecessor. Such was its fame in the UK that the BBC Two documentary series Arena once devoted an edition to the car and its enthusiasts.

The model's name was inspired by the name of the Italian ski resort Cortina d'Ampezzomarker, site of the 1956 Winter Olympics. As a publicity stunt, several Cortinas were driven down the bobsled run at the resort.

Ford Cortina Mark I (1962–1966)

As the 1960s dawned, BMC were revelling in the success of their new Mini – the first successful postwar mini-car to be built in Britainmarker. Overlords at Ford of Britain felt that they could not develop a similar small car as the production cost would be too high, so instead they set about creating a larger family car which would sell in huge volumes. The result was the Cortina, a distinctively-styled car aimed at buyers of the Morris Oxford and Vauxhall Victor, that was launched in September 1962. Until a modest facelift in 1964 it was branded as the Consul Cortina before simply being sold as the Cortina. [31925] The car confirmed Ford's reputation for offering a lot of car for the money: the estate version, in particular, provided class-leading load capacity.

Notable models were the Lotus Cortina and Cortina GT. Available with 1.2 L and 1.5 L engines in two-door and four-door saloon and four-door estate forms. Standard, Deluxe, Super and GT trims were offered but not across all body styles. Estates offered the option of fake wood side and tailgate trim, aping American-style estates, for a short time. There were two main variants of the Mark 1. The Mark 1a possessed elliptical front side-lights, whereas the Mark 1b had a re-designed front grill incorporating the squarer side-lights. Advertising of the revised version, which appeared at the London Motor Show in October 1964, made much of the newly introduced "Aeroflow" through-flow ventilation, evidenced by the extractor vents on the rear pillars. The dashboard, instruments and controls were revised, for a the second time, having already been reworked in October 1963 when round instruments replaced the strip speedometer with which the car had been launched. It was also in 1964 that front disc brakes became standard across the range.

The Cortina was launched a few weeks before the London Motor Show of October 1962 with a 1197 cc 3-bearing engine, which was an enlarged version of the 997 cc engine then fitted in the Ford Anglia. A few months later, in January 1963, the Cortina Super was announced with a 5-bearing 1499 cc engine. Versions of the larger engine found their way into subsequent variations, including the Cortina GT which appeared in Spring 1963 with lowered suspension and engine tuned to give a claimed output of 78 bhp ahead of the 60 bhp claimed for the Cortina 1500 Super. The engines used across the Mark I range were of identical design, differing only in capacity and setup. The formula used was a four-cylinder pushrod (Over Head Valve) design that came to be known as the "pre-crossflow" version as both inlet and exhaust ports were located on the same side of the head. The most powerful version of this engine (used in the GT Cortina) was 1498 cc (1500) and produced . This engine contained a different camshaft profile, a different cast of head featuring larger ports, tubular exhaust headers and a Weber double barrel carburettor.

Lotus Cortina models were solely offered as two-door saloons all in white with a contrasting green side flash down each flank. Lotus Cortinas had a unique 1.6 L twin cam engine by Lotus, but based on the Cortina's Kent OHV engine. Aluminium was used for some body panels. For a certain time, it also had a unique A-frame rear suspension, but this proved fragile and the model soon reverted to the standard Cortina semi-elliptic rear end.

File:Ford Cortina Mark I reg Aug 1963 pre first facelift.JPG|Ford Cortina Mark I 2-door pre faceliftImage:Ford Cortina Mk 1 2 door post facelift Oostende.jpg|Ford Cortina Mark I 2-door post faceliftImage:Ford Cortina MkI post facelift 4 door ca 1965.jpg|Ford Cortina Mark I 4-doorImage:Ford Cortina MkI post facelift estate ca 1966.jpg|Ford Cortina Mark I estate



Ford Cortina Mark II (1966–1970)

The second incarnation of the Cortina was designed by Roy Haynes, and released in 1966, four years after the original Cortina. Although the launch was accompanied by the slogan "New Cortina is more Cortina", the car, at precisely 168 inches (427 cm) long, was fractionally shorter than before. Nevertheless, 2½ inches (6 cm) of extra width and curved side panels did give the car a measurable improvement in interior space. In addition to the wider body and track, headline improvements included a smaller turning circle, softer suspension, self adjusting brakes and clutch together with the availability on the smaller engined models, for the UK and some other markets of a new five bearing 1300 cc engine.

A stripped-out 1200 cc version running the engine of the Ford Anglia Super was also available for certain markets where the 1300 cc engine attracted a higher rate of tax. The 1500 cc engines were at first carried over, but for 1967, they received a new crossflow cylinder head design, making them more efficient. At this time, they became 1600 cc in size, with the Lotus Cortina continuing with its own unique engine.

Again, a Lotus version was produced (this time done in-house at Ford) but the most admired was the 1600E that came out in late 1967.

The Cortina was Britain's most popular new car in 1967, achieving the goal that Ford had been trying to achieve since it set out to create the original Cortina back in 1960.

Again, two-door and four-door saloons were offered with base, Deluxe, Super, GT and, later, 1600E trims available, but again, not across all body styles and engine options. A few months after the introduction of the saloon versions, a four-door estate was launched, released on the UK market on 15 February 1967: much was made at the time of its class topping load capacity.

The Cortina 1600E, marketed to broaden the Cortina's appeal into a higher market segment, was introduced at the Paris Motor Show in October 1967, a year after the arrived of the Cortina Mark II . It combined the lowered Lotus Cortina's suspension with the high-tune GT 1600 Kent engine and luxury trim featuring a burr walnut woodgrain-trimmed dashboard and door cappings, bucket seating, sports steering wheel and full instrumentation inside, while a black grille, tail panel, front fog lights and plated Rostyle wheels featured outside.

Ford New Zealand developed its own variant of this model called the GTE.

For 1969, the Mark II range was given subtle revisions, with separate "FORD" block letters mounted on the bonnet and boot lids, a blacked out grille and chrome strips on top and below the taillights running the full width of the tail panel marking them out.

A 3.0-litre Essex V-6-engined variant was developed privately in South Africa by Basil Green, and was sold through the Grosvenor Ford network of dealers as the Cortina Perana; a similar model appeared later in Britain and was known as the Cortina Savage. Savage was available with 1600E trim in all three body styles, while her South African stablemate was offered only as 4-door saloon initially with GT trim and later E trim.


Ford Cortina TC Mark III (1970–1976)

In the late 1960s, Ford set about developing a third-generation Cortina, which would be produced in higher volumes than before.

The Mark III Detroit-inspired "coke bottle"-shape Cortina TC was a hit amongst fleet buyers. It replaced both the Cortina Mark II and the larger, more expensive Ford Corsair by offering more trim levels and the option of larger engines than the Mark II.

The MacPherson strut front suspension was replaced with more conventional double A-arm suspension to give the car a soft 'freeway' ride which gave the larger engines distinct understeer.

Ford UK originally wanted to call it something other than Cortina, but the name stuck. Although the Mark III looked significantly larger than the boxier Mark II, it was actually the same overall length, but 4 inches (100 mm) wider.

Trim levels were now Base, L (for Luxury), XL (Xtra Luxury), GT (Grand Touring) and GXL (Grand Xtra Luxury). 1.3 L, 1.6 L and 2.0 L engines were offered, the 1.6 L having two distinct types - the Kent unit for models up to GT trim and a SOHC Pinto unit for the GT and GXL, the latter of which was also offered in 1600 form for a short while. 2.0 L variants used a larger version of the 1600 Pinto unit and were available in all trim levels except base.

Four headlights and Rostyle wheels marked out the GT and GXL versions, while the GXL also had bodyside rubstrips, a vinyl roof and a brushed metal and black tail panel on the GXL and plain black one on the GT. All models featured a downward sloping dashboard with deeply recessed dials and all coil suspension all round. In general styling and technical make up, many observed that the Mark III aped the Vauxhall Victor FD of 1967.

The Cortina Mark III TC was introduced at the London Motor Show in October 1970, but sales got off to a particularly slow start because of production difficulties that culminated with a ten-week strike at Ford's Dagenhammarker plant between April and June 1971, which was at the time reported to have cost production of 100,000 vehicles, equivalent to almost a quarter of the output for a full year. Nevertheless, volumes recovered, and with the aging Austin/Morris 1100/1300 now losing out to various newer models, the Cortina was Britain's top selling car in 1972, closely followed by the Escort.

In late 1973 following a facelift, the Cortina was redesignated TD. Outside, there were revised grilles, rectangular headlights for the XL, GT and the new 2000E (the "E" standing for executive), which replaced the GXL. The 1.3 L Kent engine was carried over but now, 1.6 L models all used the more modern 1.6 L SOHC engine. Whilst the TD Cortina still had double A-arm suspension with coils at the front and a four-link system at the rear, handling was improved.Inside, the car received a neater dashboard that no longer sloped away from the driver's line of sight and upgraded trim. The 2000E reverted to the classy treatment offered by the 1600E instead of the faux wood-grain trim offered by the GXL.
Ford Cortina Mark III 2000E (i.e. executive version), with a pre-facelift Cortina Mark I de luxe alongside.


The Mark III was never sold in the US, although it was available in Canadamarker until 1973.

The Mark III was available in South Africa as the XLE with the Essex V6 3.0L engine. There was also a pickup truck version available.

Ford Australia built its own versions using both the UK four-cylinder engines (1.6 and 2.0) and locally-made in-line six-cylinder engines from its Falcon line.

For Japan, the cars were literally narrowed by a few millimetres on arrival in the country in order that they fit into a lower tax bracket – this was done by bending the wheel arches inwards.

Ford Cortina Mark IV (1976–1979)

The fourth-generation Cortina was a more conventional design than its predecessor, but this was largely appreciated by fleet buyers. Generally a re-body of the Mark III, as an integration of Ford's model range, this car was really a re-badged Ford Taunus. Many parts were carried over, most notably the running gear, and even the dashboard design.

This series spawned the first Ghia top-of-the-range model, which replaced the 2000E. The 2.3 L Ford Cologne V6 engine was introduced in 1977 as an engine above the 2.0 L Pinto engine, already a staple of the Capri and Granada ranges. The 2.0 L Ford Cologne V6 engine continued to be offered on Taunus badged cars in parallel with the Pinto unit, and offers here an interesting comparison with the similarly sized in-line four-cylinder Pinto engine. The V6 with a lower compression ratio offered less power and less performance, needing over an extra second to reach 50 mph (80 km/h). It did, however, consume 12½% less fuel and was considered by motor journalists to be a far quieter and smoother unit. The 2.3 L was available to the GL, S and Ghia variants.

Two-door and 4-door saloon and a five-door estate were offered with all other engines being carried over. There was a choice of base, L, GL, S (for Sport) and Ghia trims, again not universal to all engines and body styles. The dashboard was carried over intact from the last of the Mark III Cortinas while the estate used the rear body pressings of the previous 1970 release Taunus.

Throughout its production life, the Mark IV was the most popular new car in the United Kingdom. Despite this, it is now the rarest of all Cortinas. Scant rustproofing (much improved on the later "Cortina 80" models) and popularity with banger racers accelerated its demise.The S models are now particularly rare, with less than a dozen 2.0S and only 2 of the 2.3S models respectively said to survive today.

Again, Ford Australia built its own versions with the 2.0-litre 4-cylinder Pinto unit and the Ford Falcon's 3.3 and 4.1L 6-cylinder unit. Interior door hardware and steering columns were shared with the Falcons and the Aussie versions also had their own instrument clusters, optional air conditioning and much larger bumpers. A considerable number were exported to New Zealand under a free trade agreement where they were sold alongside locally-assembled models similar to those available in the UK.

Ford Cortina Mark V (1979–1982)

The Mark V was announced in September 1979. Officially it was known as "Cortina 80", although the Mark V tag was given to it immediately on release, by the press, insiders and the general public.

A large update on the Mark IV, it was really a step between a facelift and a re-body. The Mark V differentiated itself from the Mark IV by having revised headlights with larger turn indicators incorporated (which now showed to the side too), a wider slatted grille said to be more aerodynamically efficient, a flattened roof, more glass area, slimmer C-pillars with revised vent covers, larger, slatted tail lights (on saloon models) and upgraded trim.

By contrast, the estate models combined the Mk IV's bodyshell (which was initially from the 1970 Ford Taunus) with Mk V front body pressings.

Variants included the Base, L, GL and Ghia variants (all available in both saloon and estate forms), together with Base and L spec 2-door sedan versions (this bodystyle was available up to Ghia V6 level on overseas markets). An optional "S" pack was also available for most models. Various "special editions" were announced, including the Calypso and Carousel. The final production model was the Crusader special edition (although sold in high numbers) which was available as a 1.3, 1.6 and 2.0 saloons or 1.6 and 2.0 estates.

By this time, the Cortina was starting to feel the competition from a rejuvenated (and Opel influenced) Vauxhall, which with the 1981 release Cavalier J-Car, was starting to make inroads on the Cortina's traditional fleet market, largely helped by the front wheel drive benefits of weight and grip.

Up to and including 1981, the Cortina was the best selling car in Britain. Even during its final production year, 1982, the Cortina was Britain's second best selling car and most popular large family car. On the continent, the Taunus version was competing with more modern and practical designs like the Talbot Alpine, Volkswagen Passat and Renault 18, but the brand image of Ford's blue oval ensured the Cortina was a success in virtually every country where it was sold.

The very last Cortina – a silver Crusader – rolled off the Dagenham production line in July 1982 on the launch of the ultramodern Sierra, though there were still a few leaving the forecourt as late as 1987, with one final unregistered Cortina GL leaving a Derbyshire dealership in 2005 .

1982 was also the year in which the Cortina lost its title as Britain's best selling car, having held that position every year since 1972. It was still selling well though, and the number one position had been taken by another Ford product: the Escort.

Sales success

The Ford Cortina was a very popular car in Britain throughout its lifespan. In 1967, it interrupted the Austin/Morris 1100/1300s reign as Britain's best selling car. From 1972 to 1981, the Cortina enjoyed an unbroken run as Britain best selling car every year. Its key rivals in the 1960s were the Morris Oxford and Austin/Morris 1800, during the 1970s it was competing with the Vauxhall Cavalier, Austin Maxi and Morris Marina. At the end of its life it was facing stiff competition from the more advanced and practical second generation Vauxhall Cavalier, but was still more popular.

The final incarnation of the Cortina was Britain's best selling car for the 1980 and 1981 calendar years, and combined with Mark IV sales the Cortina also topped the sales charts for 1979. Even in 1982, when during its final year of production it was pushed off the top of the charts by the Ford Escort, the Cortina was still hugely popular with buyers.

The Cortina was also a very popular selling car in New Zealand throughout its production and continued to be sold new until 1984.

Although the last Cortina rolled off the production line in 1982, thousands of them remained in stock (with more than 11,000 being sold in 1983), and the final six examples didn't find homes until 1987.

As recently as the early 1990s, Cortinas were still a common sight on British roads, and in May 1992 The Times newspaper revealed that the Mark IV and Mark V models were still among the 10 most common cars on Britain's roads.

By 2000, however, the vast majority of them were no longer roadworthy. In August 2006, following a survey by Auto Express, it was identified as the second most scrapped car to be sold in Britain since 1976. Of the 1,065,682 Mark IV and Mark V Cortinas registered in the UK, just 2,010 were still on the road – fewer than one in 500. It was second only to the Morris Marina, which had ceased production two years before the Cortina and fared even worse with less than one in 1000 still registered.

Racing and rallying

The Cortina also raced in rallies and Lotus did some sportier editions of the Cortina Mark I and Mark II referred to as the Lotus Cortina.

This car is, today, used for racing, because of its powerful cast iron engine. The car can have imported cylinder heads, with hydraulic valves, which give an enormous power boost.

Other cars using Cortina engines

The Kent engines used in the Cortina, being lightweight, reliable and inexpensive, were popular with several low-volume sports car manufacturers, including Morgan who used them in the 1962–81 4/4 (and continue to use Ford engines in most of their current models). The engines are also found in a number of British kit cars, and until recently was the basis of Formula Ford racing, until replaced by the "Zetec" engine.

The Kent engines were also used in several smaller Fords, most notably the Escort, lower end Capris and Fiesta.


Non-United Kingdom sales and manufacture

The Cortina was also sold in other right hand drive markets such as the Republic of Irelandmarker where it was assembled locally, Australia, New Zealandmarker, Indonesiamarker, Malaysiamarker, Singaporemarker, Thailandmarker, Maltamarker and South Africa. Mark III Cortina estates were adopted as police cars in Hong Kongmarker. The Cortina was also assembled in left hand drive in the Philippinesmarker, in South Koreamarker (by Hyundai) and in Taiwanmarker (by Ford Lio Ho) until the early 1980s.

The first two generations of the car were also sold through American Ford dealers in the 1960s. The Cortina competed fairly successfully there against most of the other small imports of its day, including GM's Opel Kadett, the Renault Dauphine, and the just-appearing Toyota and Datsuns, although none of them approached the phenomenal success of the Volkswagen Beetle. The Cortina was withdrawn from the US market when Ford decided to produce a domestic small car in 1971, the Ford Pinto, though it continued in Canada until the end of the 1973 model year.

The third generation Cortina was also sold in some continental European markets, such as Scandinavia, alongside the Taunus. A small number were exported to Japanmarker, with the rear of the bodyshell compressed to make it narrower — this was because cars in Japan were taxed on width, and having a narrower body enabled the Cortina to avoid being heavily taxed.

Mark I

In Australia, the Mark I Ford Cortinas sold well, helped by some outstanding successes on the racetrack. The most notable performances were in the Armstrong 500 races at the Mount Panorama circuit, Bathurst, New South Walesmarker where the Cortina GT was first across the line in 1963 and 1964 and the locally developed GT500 took the flag in 1965.They became rare in the classic panit after 1990

Mark II

The Mark IIs continued the sales success, being offered in five different models - the 220, 240, 440, GT and the rare "L" luxury model which featured solid wood panelling on the dashboard and doors.

TC

The Mark III was introduced into the Australian market in August 1971 as the TC Cortina. and was offered in L, XL and XLE trim levels. It was initially available with 1600 cc "Cross-Flow" and 2000 cc SOHC four cylinder engines.. In September 1972 Ford Australia launched a six-cylinder version of the TC, using the 200ci and 250ci in-line engines from the Australian Ford Falcon range. The 1600 cc engine option was discontinued in June 1973..

The TC six-cylinder model had twin headlights which distinguished it from the four cylinder which only had a single, albeit slightly larger, globe on each side. To hold the larger engines, the chassis had reinforced side rails and centre pillar, and a tubular crossmember support under the transmission. In addition, the firewall panels were shaped to accommodate the longer engines and wider bell housing, and were manufactured from thicker metal. This change was spread across the Cortina range so that the four cylinder models benefited too. But this was not enough to prevent the additional front mass of the larger engines causing roll steer, resulting in relatively unsophisticated handling by today's standards, especially on rough roads. Braking was also an issue under harsh conditions.

In 1973 to 1974, Ford Australia proposed a three-door coupé version of the Cortina, in order to compete with the upcoming Holden Torana hatchback. It would also be a local Capri replacement. This car would have used the Pinto tailgate and other parts from around the world (such as the longer 2-door Cortina doors). However, Ford rejected the idea, as a unique model, particularly a small coupé for Australia could not be justified on cost grounds.

TD

The TD Cortina, released October 1974, was offered in L, XL and XLE trim levels and could be identified by its plastic grille. Early TDs used single round headlights for both four- and six-cylinder models but rectangular units were part of the mid-life facelift of March 1976. When fitted with the optional "Rallye" Pack, the later models featured round headlights and quartz halogen driving lights.

Both the TC and TD six cylinder models were immediately recognized over the four-cylinder versions by the raised 'power bulge' in the center of the bonnet. Many believe that this was to clear the air filter. However it was a purely a cosmetic change as a four-cylinder bonnet will fit over a six-cylinder Cortina's engine bay. Basic transmission for the six-cylinder model was originally a slick-shifting three-speed manual floor shift, with a four-speed Borg-Warner single rail transmission available, taken straight from the Falcon GT. Also available was a Borg-Warner M35 three-speed automatic across all models. From 1975 the six cylinder engines featured a revised crossflow cylinder head, keeping in line with the Falcon.

TE

The Mark IV was released in Australia in 1977 as the TE Cortina. It had trim levels of L, GL and Ghia with a few other short run variants, such as the 'S' pack. The TE featured the 2.0L Pinto motor, as used in earlier models, and the 200ci (3.3 Litre) and 250ci (4.1 Litre) OHV sixes with a crossflow cylinder head. Late in the TE's life, in 1980, the 6-cylinder heads were changed to an Alloy design, mirroring the engine development of the Ford Falcon XD range.


Aside from the engines, the Australian TE had minor exterior differences to the Cortina models sold elsewhere. Bumpers were the most noticeable differences, as the TE had larger steel bumpers and additional indicators in the front wings. The whole TE range had a higher centre pressing in the bonnet to accommodate the six cylinder engines air cleaner. This change is not obvious unless you have the two different bonnets side by side.

There was a proposal in 1975 by Ford Australia to simply facelift the TD (Mark III) series Cortina for 1977, rather than introduce the Mark IV. A prototype facelift was made, however Ford instead went with a re-engineered Mark IV (née the German Ford Taunus).

TF

The Mark V was released in Australia in 1980 as the TF Cortina and was offered in L, GL and Ghia variants and with an optional S-Pack also available. The TF had minor exterior differences to the Cortina models sold elsewhere with rubber RIM moulded bumpers being the most noticeable. Another example was that the TF's front numberplate was mounted below the front bumper, further distinguishing it from its European Mark V counterparts. Like the TE, the whole TF range had a higher centre pressing in the bonnet to accommodate the six cylinder engines air cleaner.

In the late 1970s, the Cortina wagons were built in Renault's local Heidelberg factory in Melbourne, (now closed), as Ford Australia's own factories did not have the capacity. For the last year of Australian Cortina production, 1981, a Ghia wagon was produced, although this was also listed in the September 1980 factory brochure.

Despite the TF Cortina introducing worthwhile improvements in ride, handling, noise reduction and fuel consumption, the Cortina generally was seen by the motoring press as outdated, and buyers generally preferred the rival products — in marked contrast to New Zealandmarker where the Cortina was a highly regarded success.

Ford Australia, however, found enough customers to last to the end of the model's life. In 1982 it was replaced initially by the smaller Ford Meteor (a rebadged Mazda 323 sedan) and then the Ford Telstar saloon / hatchback range in 1983.

New Zealand

The New Zealandmarker Cortina range generally followed that of Britain. Overall CKD assembly ran from 1962 to 1983, at Ford's Lower Huttmarker (Seaview) plant.

The Mark IV Cortina range, introduced into local assembly early in 1977, was very similar to that offered in the UK - a main specification difference however was the use of metric instrumentation, and that a 2-door sedan was not offered. Engine sizes of 1.6 and 2.0 litres were available. The 2.0 L was a very popular fleet vehicle and the transport of thousands of sales reps in New Zealand over the years.

Additionally there were limited imports of Australian Mark IV Cortinas, equipped with both 2.0 four-cylinder engines which featured more emissions control equipment than the UK-sourced cars, and the Falcon's 4.1 L six-cylinder engines.

The Mark V range was introduced early in 1980, a range that featured 1.6 base, 2.0 L, 2.0 GL, 2.0 Ghia, 2.3 V6 Ghia, and wagon variants for the 1.6 base and 2.0 L. In 1982 the 2.0 GL model was discontinued and replaced with a 2.0 S (Sport) model, and unlike in the UK, it was a model in its own right. A 2.0 "van" was also introduced — essentially a Cortina estate without rear seats, aimed towards fleet buyers.

All 2.0 litre models had the option of automatic transmission, and with the 2.3 V6, it was the only transmission offered.

A unique option, offered under guarantee by a dealership, South Auckland Ford, was a turbocharger.

The Ghia models were similarly equipped to UK models, but only the 2.3 V6 models featured imported Ford alloy wheels. Ford 'Rostyle' steel rims were fitted to all 2.0 GL, Ghia and S models, optionally on the other models. New Zealand Ghia models however did not feature a steel sliding sunroof (fitted as standard on UK Ghia models), although some models did feature an aftermarket sunroof.

Unlike Australia, the Cortina was always a popular car in New Zealand, and was missed by many when it ceased production in mid-1983, notably after Ford New Zealand had scoured the globe for surplus assembly kits, a number of which came from Corkmarker in Irelandmarker. Station wagons (estate models) remained available until 1984. The Cortina range was finally replaced by the 1983 Ford Telstar range and the 1984 Ford Sierra station wagon.

South Africa

In South Africa, the Cortina range included V6 "Essex"-engined variants, in both 2.5L and 3.0L forms.

From 1971, a locally designed pick-up truck version (known in South African English as a "bakkie") was also offered, and this remained in production after the Cortina was replaced by the Sierra.

The Cortina pickup was exported to the UK, in a lengthened wheelbase form, as the P100 until 1988, when Ford divested from South Africa, and a pick-up truck version of the Sierra was introduced.

The Mk V model range, introduced in 1980 for the South African market included: 1.6 GL, 2.0 GL, 2.0 Ghia, 3.0 GLS, 3.0 Ghia, 3.0 XR6, 1.6 L wagon, 2.0 GL wagon, 3.0 GLS wagon. The South African Mk V models were slightly different to the UK models with different wheels, bumpers and interior trim. South African production of the Mk V sedans & wagons continued until 1985, and until 1988 with the P100 models.

References

  1. The Private Life of the Ford Cortina, British Film Institute. Accessed 2009-07-19. Archived 2009-07-21.
  2. The Macquarie Dictionary of Motoring, 1986, page 168
  3. Ford Cortina TC sales brochure, June 1971, page 11
  4. The Red Book Used Car Price Guide, November 1985, page 38
  5. Green Book Price & Model Guide, July-August 1983, page 30
  6. Green Book Price & Model Guide, July-August 1983, page 30 & 31
  7. Ford Cortina sales brochure, Ford Motor Company of Australia, August 1976


External links

Preceded by:
Ford Consul Classic
Succeeded by:
Ford Sierra
Ford Telstar (Asia-Pacific)
Hyundai Stellar (South Korea)





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