Ford Escort RS2000 Mk2
The Ford Escort RS2000 Mk2 occupies a sacred position in rally mythology. While the road car was a civilized, comfortable sports saloon suitable for daily driving, its silhouette was seared into the collective consciousness of motorsport fans through some of the most spectacular rally footage ever captured. The sight of a Mk2 Escort sideways through a forest stage, rear wheels spinning, its distinctive droopsnoot nose leading the charge, remains the defining image of 1970s rallying — and the RS2000 was the model that brought that excitement within reach of ordinary enthusiasts.
The Mk2 Escort RS2000 arrived in 1975 as the successor to the Mk1 RS2000, and it was immediately obvious that Ford had refined the formula significantly. The most distinctive visual change was the polyurethane droopsnoot front end, which gave the car its aggressive, forward-leaning stance and improved aerodynamic efficiency. This wasn't merely cosmetic: the droopsnoot reduced front-end lift at high speeds and channeled cooling air more effectively to the engine and brakes. Combined with the Mk2's slightly wider track and revised body structure, it created a car that looked purposeful and performed accordingly.
Under the droopsnoot sat the Pinto 2.0-liter SOHC engine, a robust and reliable unit that produced 110 horsepower in standard road tune. The Pinto engine lacked the exotic appeal of the Lotus twin-cam found in the RS1600, but it compensated with superior reliability and low-end torque that made the RS2000 easier and more enjoyable to drive on the road. The single overhead camshaft design was mechanically simple and responded well to tuning — a larger Weber carburetor, revised camshaft, and free-flowing exhaust could lift output to 130-140 horsepower without compromising reliability.
The RS2000's rear-wheel-drive layout, with MacPherson struts at the front and a live axle on leaf springs at the rear, was deliberately simple. In an era when manufacturers were beginning to adopt independent rear suspension, Ford's decision to retain the live axle was driven by both cost and competition requirements. The live axle was robust, easy to service in the field, and predictable in its breakaway characteristics — qualities that made it ideal for rally use. On the road, the RS2000's handling was honest and exploitable, with gentle understeer that could be adjusted to oversteer with a lift of the throttle.
Ford's Competition Department in Boreham, Essex took the Mk2 Escort to extraordinary heights. While the RS2000 itself was rarely used as the basis for works rally cars (the RS1800 with its BDA engine was preferred), the body shell was shared, and the RS2000's visual identity became synonymous with rallying excellence. Bjorn Waldegard won the 1979 World Rally Championship driving a Mk2 Escort, and the car achieved victories on every surface — tarmac, gravel, snow, and ice. The homologation connection between road car and rally car meant that every RS2000 buyer owned a piece of that legacy.
The RS2000's interior was well-appointed for a rally-bred car. Sports seats with corduroy inserts, a three-spoke steering wheel, comprehensive instrumentation including a tachometer and oil pressure gauge, and a centre console with auxiliary switches gave the cabin a sporting atmosphere without sacrificing daily usability. The Mk2 body's larger glasshouse improved visibility over the Mk1, and the boot was genuinely practical for a car of this size.
Today, the Mk2 Escort RS2000 is one of the most sought-after Fords of the 1970s. Rust has claimed many examples, making well-preserved or properly restored survivors increasingly valuable. The combination of rally heritage, simple mechanical layout, and raw driving experience appeals to enthusiasts who appreciate cars that communicate directly with their driver. Values have risen sharply over the past decade as a new generation discovers the magic of the car that defined an era of rallying.
Rust is the number one enemy of the Mk2 Escort — check inner wings, sills, rear wheel arches, floor pans, chassis rails, and the front crossmember. A structural rust-free shell is the single most important factor. The droopsnoot front end is fiberglass and can be repaired or replaced relatively easily. The Pinto engine is robust but check for head gasket weep and camshaft wear. The Type E gearbox is reliable but check for input shaft bearing noise. Leaf spring rear suspension mounts can rot. Many RS2000s have been modified — verify originality against Ford AVO records if claiming matching numbers. Custom Pack cars with full documentation are the most desirable road specification.
The Mk2 RS2000 was produced at Ford's Saarlouis plant in Germany from 1975 to 1980. Total production numbers are not precisely documented but estimated at approximately 10,000-12,000 units. The RS2000 was available in both right-hand and left-hand drive for European markets. Ford also produced the more powerful RS1800 (BDA engine) in limited numbers for homologation. A Custom Pack option added luxury features including cloth seats and a centre console.