The Ford Corsair Owners Club Home Page

A Brief Corsair History (1963-1970)

During the development of the Cortina, it became obvious that by comparison, the Classic was an unecessarily expensive to produce car for its market sector, which was only a little higher up the scale. There seemed little point in keeping the Classic in production, even though it had only been recently introduced. The Cortina was felt to be just a little too downmarket to take it's place, and it was felt that a new Classic replacement was needed.

The basis for the new 2 or 4 door car was a partly double skinned version of the Cortina floor pan that was lengthened by adding 3 inches extra just infront of the rear wheel arches. Suitably longer front and rear body sections were also added to give a total length of 14 feet 9 inches (Cortina Mk I 14 feet 2 inches)

Front inner wings, although longer ahead of the suspension mountings, were as the Cortina, as were the front windscreen pillars and the front scuttle/bulkhead area. Totally new front wings and bonnet were added. Apart from much broader rear quarter pillars, the roof and upper doors were of a similar pattern to the Cortina. New outer panel work below the shoulder line completed the transformation, easily setting the Corsair apart.

The overall effect was much less controversial than the Classic, with more than a hint of Thunderbird.

The Corsair was never intended to be a bargain basement model, but there were base models which mainly went for export. A Corsair without a heater is rare. The 'base' model for the UK was in effect the Deluxe, on which bench seats and column change were standard with the now familiar individual front seats and 'four on the floor' being extra cost options. Automatic transmission was also an option.

The GT Corsair had a tuned version of the standard 5 bearing 1500cc straight four, as found in the Cortina GT. The GT Corsair had remote gear change and bucket seats as standard, together with a tachometer, centre consol, servo assisted brakes and stiffer suspension, together with GT badges and other visual indicators. The GT had an extra 19 bhp over the standard car.

The V4 Corsair was introduced in October 1965, initially giving the choice of a 1.7 litre De Luxe and a 2.0 litre GT. Four doors were standard, but 2 could be had as an option. The V4 engine was more powerful than it's smaller predecessor, but was sometimes critcised for it's lack of refinement inspite of it's balance shafts.

In March 1966, the range was expanded by the addition of the now rare 4 door GT estate car by Abbott of Farnham. The Corsair convertible was introduced at the 1966 Motorshow. This model was a conversion of a standard car and replaced the previous 1500 version. A cabriolet version was also available around the same period and there are subtle but distict differences between the convertible and the cabriolet. All topless Corsairs are rare and because of their attractive lines command premium prices, even for cars needing work.

The GT saloon and estate cars were discontinued in November 1966 and replaced by the 2000 deluxe saloon and estate cars and the range topping 2000E. The 2000E was fitted with a close ratio gearbox which, in boy-racer circles, often proved more popular than the car itself! The E also had a tuned engine, modified suspension, clutch, brakes and a more luxurious interior. It was the ultimate Corsair, and is generally the best represented at Corsair rallies.

Production of the Corsair ceased in 1970 when the MkIII Cortina took over.

Practicalities of living with a Corsair - a personal opinion

All standard Corsairs tend to roll on corners, to the discomfort of rear passengers. Otherwise, the ride is good and the cars quite stable at speed. The umbrella type handbrake is not very efficient - the floor mounted one on later cars is better. Self adjusting rear drums frequently don't and require manual adjustment. The braking power of a non servo assisted car can take a little getting used to. Steering is of recirculating ball design - it is light and good enough for normal use but can't compete with a quick, assisted, rack and pinion setup.

Gear boxes are light and easy to use (perhaps with the possible exception of when a column change is included) and the later type V4 gear box is particularly good.

All engines are relatively easy to service and quite adequate for their job, but don't expect tremendous performance or fuel economy, just something that is a good allrounder. The 1500 is potentially the most economical while the V4 is more powerful in standard form.

The V4 has a reputation for blowing head gaskets, failing oil pumps and general premature death. There may have been some grounds for this when the engine was first launched, but by now, any engine that is still going well is probably a good one or has had it's problems sorted. Keeping the cooling system in good order (reverse flushing) and keeeping antifreeze concentrations correct (corrosion inhibition) will greatly help a V4's long distance capabilities. Remember, the V4 was used in Transits for over a decade - the definitive small commercial vehicle and hugely popular. The March 2000 issue of Classic Ford gives a fairly detailed assesment of buying a Corsair regarding what points to check.

In summary, a properly set up standard Corsair will be perfectly accepable to most drivers who do not require great performance or handling. They are simple to operate and you certainly do not need to be an 'enthusiast' to drive one as it will start easily, pull away smoothly and allow you to make smooth and precise gear changes with no more than average skill. Visibility is good and they are surprisingly easy to park due to their 'fins' being visible when reversing.