fasttech / BUYING GUIDE / FIESTA MKII XR2 /

fasttech

BUYERS GUIDE

MKII FIESTA XR2

Unlike some sequels out there, the MkII Fiesta XR2
was every bit as good as the original fast Fiesta.

THESE

Words: Blakey
Photos: Gerard Hughes
0 1 2 6 JANUARY 2006 FAST FORD

days,
the MkI
XR2 is more sought-after and
considered to be the rawer
drive, but back in the day
the later XR received praise
for driving as well as its
predecessor and also ironing
out the earlier cars failings.
The rst XR2 proved to be
a massive hit with car buyers,

selling nearly 11,500 examples

in 1983 alone, so when Fords
second-generation Fiesta
was introduced in 1984, it
was common sense that the
XR2 would live on in the new
range. In fact, so popular was
the previous XR2 that Ford
predicted that the new model
would account for 10 per cent
of MkII Fiesta sales.

Unsurprisingly, Ford didnt

alter the basic DNA of the XR2,
once again choosing to create a
chunky and purposeful-looking
hatchback that relied on cubic
capacity rather than hi-tech
engineering to create its turn
of speed.
Consequently, a 1600cc
engine was fundamental to
the XRs make-up, but this time

the MkIs Kent crossow was

ousted in favour of the 1596cc
CVH that lived under the bonnet
of the defunct Escort XR3.
SIZE MATTERS
Although physically bigger
than the crossow, it wasnt
hard for Ford to squeeze the
CVH into the revised front end.
Tricks had been learnt along
FAST FORD JANUARY 2006

0127

fasttech
fast
tech

fasttech / BUYING GUIDE / FIESTA MKII XR2 /

TECH SPEC
FIESTA MKII XR2

Rust around the ller

cap is the classic
Fezzer sore point. Its
hard to nd one that
hasnt been repaired/
bodged here at some
point in its life

The XR2 also excelled

when it wasnt on the
straight and narrow.

ENGINE
Type: CVH
Capacity: 1596cc
Bore/stroke: 79.96 mm x 79.52 mm
Compression ratio: 9.5:1
Max power: 96 bhp @ 6000 rpm
Max torque: 98 Ibf.ft @ 4000 rpm
Cylinders: four, in-line
Cylinder head: alloy
Block: cast iron
Installation: front-mounted, transverse
Valve gear: two valves per cylinder,
single overhead camshaft driven by
external toothed belt, rockers,
hydraulic lifters
Induction: single Weber twin-choke
downdraught carburettor
Ignition: Ford contactless
electronic ignition

TRANSMISSION

Mud gets trapped

between the bodykit
and shell, so have a
good feel under here
if you can

Pepperpots were
actually listed as
an option, though
weve yet to see one
without them tted

the way, as the previous Fiesta

was the development mule for the
CVH installation in the MkIII Escort,
and Ford had already given the go
ahead to develop the MkII shell to
take 1300 CVH or diesel engines.
The XR3 motor did the job just
ne with its twin-choke

MkII took the MkIs shell and

rounded off the front and rear

Weber carb and compression

ratio of 9.5:1, allowing the 96 bhp
Fiesta to sprint from 0-60 mph in
9.3 seconds and onto a top speed
of 112 mph, making it considerably
quicker than the previous XR2.

One criticism of the original XR2

was its lack of high-speed cruising
ability, its four-speed gearbox
making it tiresome on long journeys.
Ford put this right with the new car
and mated the CVH to a ve-speed
gearbox, using Escort ratios in a
Fiesta casing. With the

addition of the 1.6 Escorts 3.58:1

nal drive, the XR2 was able to sit
comfortably at 70 mph at just over
3000 rpm, making the new car an
excellent motorway cruiser.
The XR2 also excelled when it
wasnt on the straight and narrow.
Fun handling was a key requirement
and the XR2 delivered with a basic
but effective set-up. Sitting 10 mm
lower than the mainstream 1300
Fiesta, the XR2 retained the proven
ve-link beam axle but relied on
gas-lled Girling dampers matched
to stiffened springs to improve
its handling. The 1300s 14 mm
rear anti-roll bar also featured but
interestingly an anti-roll bar wasnt
considered necessary on the front,
probably due to the MkII Fiestas
lower (in comparison to the
MkI) tie-bar arrangement and
detailed changes to the XRs
castor and camber changes.
Apart from a change to a
different pad material, the
brakes were much the same
as those on the MkI XR2,
being 240 mm ventilated
discs on the front and 178 mm
drums on the back.
IN STYLE
Outside and it was obvious
that the new car had grown
up, or perhaps blown up. It
looked like Ford had created
the MkII by taking a foot pump

0 1 2 8 JANUARY 2006 FAST FORD

to the original Fiesta and marginally

inated it. The boxy, edgy styling
was smoothed off and the new
XR2, like the rest of the MkII range,
featured a rounded front end and a
more attractive rear.
The MkI XRs styling had always
been well received so Ford saw
no reason that the MkII shouldnt
look similar. Evidently, the MkII
was graced with a similar-looking
bodykit, twin spotlamps and fat
6x13 inch wheels. This time round
though, the car came as standard
with steel rims and the popular

Pepperpot alloys were relegated to

the options list, which also featured
a sunroof and black paint.
But while it made money on the
options, Ford didnt plough the
proceeds into the interior, the XR2
made do with a sporty but spartan
cabin. On the upside, the seats were
quite supportive and the revised
switchgear was a welcome addition,
as was the electric tailgate release.
And, really, it didnt matter if it
wasnt particularly well appointed.
Despite being delayed due to a
problem with the quality of the

exhaust system, when it did hit

the streets the public couldnt get
enough of the revised XR2.
Getting on for 20 years later
and theres still an enthusiastic
following for the small Ford. The
rortiness and fun factor of even
an average example are hard to
beat for the money. Theyre easy
to modify too and sorting an XR2
is real grassroots Ford stuff, it may
have fwd but you cant argue with
any old Ford thatll run twin 40s.
Now, that alone should have you
reaching for your wallet...

HPI

SUSPENSION
Front: MacPherson struts,
coil springs, transverse lower
arms, tie-rods
Rear: ve-link beam axle,
trailing links, Panhard rod,
telescopic dampers, anti-roll
bar, coil springs

STEERING
Type: unassisted rack-and-pinion
Lock-to-lock: 3.0 turns

BRAKES
System: vacuum servo-assisted
dual-circuit hydraulic
Front: ventilated 240 mm discs
Rear: 178 mm drums

WHEELS & TYRES

Wheels: 6Jx13 in steel, optional
cast alloys
Tyres: 185/60 HR13

BODY

INFORMATION
A favourite of car thieves and the
choice of many inexperienced drivers
for their rst off-road excursion, you
would be a muppet not to run an HPI
check on an XR2, especially if its
priced at the top end of the market.
In return for 39.99, HPI will tell you
if the XR has been written off, nicked,
or even has outstanding nance on it.
Log onto www.hpicheck.com or call
01722 422422.
You can buy an XR2 for a few
hundred quid but if youre looking
at top-notch examples you might
want to consider an independent
inspection to safeguard your
investment. The AA offers a

Type: front-wheel drive

Gearbox: BC ve-speed manual,
190 mm single plate clutch
Internal ratios: 1st, 3.15:1; 2nd,
1.91:1; 3rd, 1.27:1; 4th, 0.95:1; 5th,
0.76:1; reverse, 3.61:1
Final drive: 3.58:1

complete inspection, including a

seven page report listing the ndings
for 189, or a cheaper 99 inspection
which covers structural condition
and major mechanicals.

INSURANCE
Ian is a 20-year-old accounts clerk from
Peterborough. Hes recently decided to
sell his Nova and buy a grown-up car
instead a very nice 1989 MkII XR2.
He keeps his car on the drive of his
parents house and keeps it secure
with a Cat 2 alarm and immobiliser. Like
his Fiesta, Ians licence is squeaky clean
and hes also got two years No Claims
Bonus. He pays 1088.70 to insure his
XR2 fully comprehensive of 781.64 for

third party, re and theft cover. Quote

provided by Zenith through www.
insure-systems.co.uk.

Type: standard pressed-steel

monocoque three-door Fiesta MkII
hatchback shell

CLUB
XR Owners Club
Cope Place, Earls Court Road
Kensington
London W8 6AA
www.xroc.co.uk
Fiesta Club GB
01276 35422
www.estaclubgb.co.uk
www.xrtwo.com
www.ukestanetwork.com

The car in these pics is a

multi-concours winner...
FAST FORD JANUARY 2006

0129

fasttech / BUYING GUIDE / FIESTA MKII XR2 /

fasttech

CHECKLIST
Yep, thats a carburettor!
No fancy EFi for the XR2

ENGINE
The XRs CVH is tough as old boots but it still needs to be well
maintained. The key to keeping it alive is regular oil changes
and if these are skimped then the hydraulic lifters can sludge
up, eventually killing the cam and contributing to premature
engine wear.
Any top end rattle or belching blue smoke indicates that
this is the case, the latter signifying bore and bearing wear.
White smoke points to a blown head gasket so check for white
sludge on the oil ller cap to see if the oil and water are mixing.
Cambelts also need regular changes, if theres no history of
a recent change then replace it as soon as you buy the car if
it snaps then it can cause enough damage to make repairing
the engine uneconomical.
The XR2s distributor and carburettor are often the cause of
rough running problems. The springs go weak in the distributor
meaning full advance too early, while the Weber carburettors
on the later cars (post-1987) can be troublesome and arent as
efcient as the earlier 28/32 TLDN carbs. Usually, its best to
upgrade the later cars 32/34 DFT to a 34 DMTR.

TRANSMISSION
The BC isnt exactly the slickest gearbox that
Ford ever produced, but it has proved to be a
reliable unit. A bit of slop in the linkage is to be
expected after all this time, but it shouldnt be
awkward or difficult to select gears any
notchiness or crunching sounds means that
the linkage needs adjusting at the very least.
Expect the gearbox of any car showing a
high mileage to be a little noisy, but if its
rumbling like mad as the road speed
increases then bank on it
going bang

BRAKES
in the not too distant future. The synchro also
wears with time particularly on second and
third gear but this can easily be heard,
particular
on downshifts.
Make sure that theres no clutch slip either.
The standard item is a pretty weedy 190 mm
affair, which although capable of handling the
power doesnt take all that kindly to serious
amounts of abuse. Check its condition by
selecting third gear and letting the clutch out.
If the XR stalls then its fine, otherwise its time
for replacement.

MkII gained an extra gear

over its earlier incarnation

Unlike other fast Fords, the XR2s brakes are

adequate for its performance and weight. The only
downside is that the discs share the common Ford
trait of warping under heavy use. Vibrations through
the steering wheel and a clicking noise from the pads
all point to discs that arent running true. Its not the
end of the world though, as specialists like the Fiesta
Centre will sell you a set of decent replacement discs
for around 40.
The rear drums are generally reliable but the
cylinders can break down over time, leaking uid
over the shoes. Even though theyre slightly bigger
than normal MkII cylinders (20.6 mm opposed to
17.5 mm), the XR2 items are cheap to replace; reckon
on a pair costing no more than 20.

IDENTITY
Theres little monetary gain to be had from ringing an old
XR2 now, but that wasnt the case back in the late 80s and
early 90s. Avoid a rogue example by inspecting all the
identifying marks and the areas around them. The VIN
plate is positioned on the slam panel and the numbers
are also punched in the oor under a ap of carpet
between the drivers seat and sill. Take time to ensure
that theyre totally legit and correspond with those on

Standard brakes well up to

the job. Check for warped
discs, though
Fake 2s were common back in the day: check VIN

INTERIOR

SUSPENSION
In ne fettle the suspension on an XR2
will give a rm-ish ride and wont
wallow in the corners. If the car youre
test driving delivers anything else then
somethings amiss, this isnt an unlikely
scenario as the hardware on many XRs
will be well past it.
An easy check for knackered
dampers is the bounce test after
applying moderate pressure to a corner
of the cart the dampers should settle
the car after two bounces at most. Any
more and theyre ripe for replacement.
Have a look at them under the
arches too, theyre gas lled so leaks
are harder to spot than with oil-lled
items, but take time to look for any
damage on the damper casings. While
you are on your knees take look at the
springs as these can also snap, leading
to a very choppy ride and weird
behaviour under braking.
Some early cars were known to be
a bit twitchy but if the fronts darting
everywhere then its likely that the

0 1 3 0 JANUARY 2006 FAST FORD

bushes are gone. Clonks and knocking

noises on XR2s usually indicate wear
in the balljoint at the outer end of
the track control arm or the lower
suspension arm.

BODY
Rust is the biggest killer of the XR2. The MkII Fiesta shell can rot
virtually everywhere, but there are a few key areas to inspect.
Compacted mud gets sandwiched between the bodykit and shell
so have a feel under the kit for dissolved wheelarches and rotten
sills. Likewise, inspect the door bottoms, tailgate and front wings for
grot, but the real areas for concern are the bulkhead, inner wings,
and strut tops.
These are all MoT failure points and, in many cases, are
uneconomical to repair, hence the reason why the number of XR2s
has dwindled. Also, for some reason 1986 and 1987 cars tend to
rust the worst so pay special attention to these. There is good news
though; the vast majority of panels are available as reasonably priced,
quality reproduction items, such as those produced by Hadrian.
Dont forget to look out for signs of accident damage, such as
paint overspray and mismatched panels. One real giveaway of a
front-end biff is the slam panel as its notoriously hard to realign
after an accident.

XR2s handle well. If not,

check dampers for leaking

ELECTRICS
Electrical problems are few and far between because
the XR2 has no complex ECU and little electrical
equipment other than the standard lights, wipers etc.
What electrics there are though, will be at least over
16 years old so it pays to check that everything
functions as it should and that the wiring in the engine
bay is in sound condition.
The XR2 was slap bang in the middle of the early 90s
joyriding craze and loads were subsequently tted with
alarms and immobilisers. Many of these have been
crudely spliced into the
loom and can prove
problematic. The best
cure is to rip the aged
items out and replace
them with more
reliable devices.

Youll be hard-pressed to
nd a car still tted with
one of these...

The XR2s interior is pretty minimalist. However, it might be devoid of leather, Recaros and
electrical goodies, but there are still faults that can take the edge off owning the car.
Its hard wearing but the light-coloured trim is prone to staining and sourcing replacement
seats is time consuming and often fruitless. The side bolsters can also sag and the material can
become baggy and stretched, eventually tearing over time.
Look for botched ICE installs too hacked about door cards can be difcult to nd. Check that
the spindly door pulls arent broken. They can go brittle with age and it doesnt take much to
snap them. Parcel shelves often collapse, even if theyre not carrying weighty speakers, but
theyre easy to replace, being shared with many other MkII Fiesta models. The XR2 was also a
favourite with clockers so check the speedo. Look for uneven digits and damaged screws holding
the instrument cluster in place.

Interiors not blessed with

Recaros but its well period
FAST FORD JANUARY 2006

0131

fasttech

BUYING ONE
Look in the right places and youll
nd a number of XR2s for sale but,
compared to a couple of years ago,
its denitely getting harder to track
down a good un. Although interest
in the car has always been high with
Ford fans, the cars low value and the
fact its always been overshadowed
by the quicker Fords means that
many have been enjoyed as cheap,
quick motors and then consigned
to the scrapper once theyve failed
an MoT.
Subsequently, numbers have
dwindled and its only recently that
enthusiasts have taken stock and
realised that, like its predecessor,
the MkII XR2 is worth saving. This
appreciation is just starting to
inuence prices, but as yet there
hasnt been a massive increase
in whats being asked and, more
importantly, in what people are

Original details like intact

spotlamps up the asking price

prepared to pay for them. Its still

a few years away, but we reckon it
cant be long before people start
clambering for the good ones like
they are now for early XR2s
witness the low mileage MkI on eBay
that recently sold for over 3500.
The second coming of the MkII
XR2 is on its way, but for now, buy
em while theyre still reasonable.
Trawl the usual places such as Auto
Trader, Loot, Trade-It, and eBay, plus
of course, Fast Ford.
Undoubtedly, though, the best
selection appears on the website
of the XR Owners Club at www.
xroc.co.uk. A look through the sites
classieds revealed the complete
spectrum of potential XR purchases,
from a project through to some of
the nest available. At the lower end
of the scale, 300 would have bought
you a silver 1986 example

Earliest cars are now 21 years

old. Thats classic material
that had just failed its test on grot
under the battery tray, or a red Fplater with test to April, but damage
to its passenger door, while for
550 there was a 95,000 mile 1988
example with new timing belt and
long MoT.
There were a number of good
cars for around 1000, most notably
a two-owner 77,000-mile XR2 for
1350 and a nice 106,000-mile
Mercury Grey example with 12
months MoT for 900. But the creme
de la creme was another Mercury
Grey car at 3500. Sounds rich but
it had covered a minuscule 30,000
miles in its 16 years, had full history
and had been owned by the same
family from new.
Elsewhere, Auto Trader threw up
a very ne 1989 77,000-mile Rosso

Red example with a comprehensive

history for 1995, plus a bargain
white C-plater in good condition
with 82,000 miles, part history and
12 months MoT for only 800.
Our money would have gone
on the 1987 XR we found with just
48,000 miles and two lady owners.
Unmarked and original, even down
to the stereo and dealer handbooks,
the Rosso Red car was up for a not
unreasonable 1600.
Looking through all the cars
available its clear that the days
of nding a minter going cheap
because its just an old Fiesta are
long gone. Our advice is to buy the
best you can afford and cherish it; at
the very least you can expect to get
your money back if you decide to
move it on.

The cult of the MkII XR2s a

growing one, with prices for
good cars starting to rise

Buy the best

you can afford.
FAST FORD JANUARY 2006

0133

fasttech / BUYING GUIDE / FIESTA MKII XR2 /

...AND FINALLY
THIS ONES MINE
If youre a Ford Fair regular then
Stuart Twites XR2 might look more
than a little familiar its won the
shows best modied MkII Fiesta
category six times! A long time fan
of the XR2 hes owned six MkIIs
and six MkIs Stuart bought C25
BEX for 2500 in standard trim
back in 1992.
Three years later he decided to
strip the 1986-registered Rosso
Red XR and rebuild it to show
condition. Along the way the front
wings were replaced and some
other minor welding completed,
but the biggest undertaking was a
complete colour change from
Rosso to Radiant Red, Stuart
changed the colour to match
another Ford he owned and to get
rid of some mismatched panels.

Detailed throughout with

powdercoated, chrome and
stainless components, the XR is
mechanically standard aside from a
Pipercross air lter and Goodrich
braided brake hoses. Wheels are
either immaculate Pepperpots or a
set of 6x13 RS seven-spokes, and
perhaps the trickest feature is the
bespoke instrument dials showing
the registration of the car.
So why is Stuart so keen on the
XR2? I had a new one in 1988 and
back then it was nice, modern and
quite fast, he explains, they might
not seem that quick now but they
still look sporty and theyre easy to
work on too.
And Stuart certainly believes
in fuelling his XR obsession. He
admits to buying one or two a year

and his Fiesta currently shares

the garage with an ultra-rare
MkII Fiesta convertible plus his
wifes XR3i Cabriolet.
People are starting to realise
how few there are around and
its certainly turning into a bit of
a cult car, but there are a few
things you need to be aware of if
youre considering buying one,
adds Stuart.
The XR2s a good, honest car
but insurers still dont like it and
youve got to remember that car
thieves used to love them too.
Trim is very hard to source and
youve really got to look at the
bodyshell and running gear. Rot
can be really bad and a thrashed
engine wont last more than
110,000 miles, he concludes.

Fezzaholic: our man Stuarts

now on his 12th XR2!

HOW MUCH?
0-500

1000-2000

You might nd one with a few

months ticket, but the majority
of those under a monkey will be
project cars or, at worst, only t
for spares.

These should be excellent cars

that could do you proud on the
show circuit. Accept nothing less
than 100 per cent originality, low
miles and a very comprehensive
service history.

500-1000

XROC website lists a fair

few examples for sale

Average to good cars. Look

hard and its possible to get a
good, solid, reliable XR with
sensible mileage for close
to 1000.

2000+
The very best XR2s. Standard cars
should be original and practically
concours with very low miles and
comprehensive service history.

FACTS
You should feel smug if youve
got a black XR that rolls on
Pepperpots. The dark shade
added an extra 90.72 to the
list price, while the alloy wheel
option bumped up the price by
an additional 146.15.
The XR2 piled on the pounds as it
got older. The second-generation
car weighed in at 840 kg while
its predecessor tipped the
scales at a svelte 800 kg.
The XR2 was originally listed at
5731 when the MkII Fiesta
range was launched, but by
the time it nally went on
sale the price had risen
to 5957.38.
Despite its swift turn of speed
the XR2 could still return a
respectable 49.6 mpg at a
constant 56 mph.

NEXT MONTH
Find one this clean and
youre laughing
0 1 3 4 JANUARY 2006 FAST FORD

How to pick up a sound,

early Escort XR3/XR3i