Our Cars: 1975 Ford Granada 2.0 L

After a bit of a hiatus, DTW’s non-executive classics sub-editor at-large, Myles Gorfe, reports on a busy month for his car, a 1975 Ford Granada 2.0 L. Costs: £310.00 for towing. £190.34 for sundries. Miles travelled: 0

1975 Ford Granada 2.0 L

Myles Gorfe writes – It’s been a busy month for the Grannie. After a bit of a hiatus, work on getting the car back on the road began to continue, albeit in a stop-go kind of way. To recap, the engine stalled during the last test. This has to be handled by my new mechanic, Ken Cutler of Ken Cutler & Co. Carriages.

I suppose I should back-track a bit and explain that my last mechanic, Frankie J, took early retirement in December – he had the car after it stalled and was booked to work on it. The Granny was among six (or seven) projects that needed to be finalized before Frankie’s garage lease expired.

Those jobs included: an engine and gearbox replacement job of a smart and tidy 1981 Escort DL 3 -door (mint in tamerlaine red), an engine and gearbox replacement job of a sharp-looking 1990 Sierra GLX (painted in obsidian black), brake pad renewals on a rare and pretty 1987 Fiesta Ghia (yum), a wing-replacement and respray of a very fine 1998 Maverick diesel (otherwise in mint condition), a headliner renewal of an elegant 1988 Orion in evening dusk blue, a gasket and timing belt job on  a lovely 1986 Capri 2.3 “Holiday” special edition (a dealer special, obviously, not OEM) and an engine swap project involving a 1977 Lamborghini Espada and a Toyota Hi-Ace.

1986 Ford: autotrader.co.uk

I had a chance to sit in the Espada (though obviously not to drive it as the engine was out) and couldn’t believe how cramped and tacky it was. The rear seats were a joke and the boot couldn’t hold a fraction of the Granada’s. Also, I could barely see the speedo and rev counter – something that Ford took care about with all their cars.

Basically everything you’ve heard about the Espada is true – more expensive, less comfortable and harder to drive than a Granada Mk2. With all that on his plate and the lease on the shop ending, Frankie J. was pretty busy right up until December so he only had a chance to re-do the headlamp mountings and the chrome finishers on the boot (I have restored then but it’s not shown in the photo above) before handing over the car to Ken Cutler on Dec 24th.

Actually, it was a bit of a race towards the end. I turned up on the 23rd and even while Frankie J. was hoisting the Hi-Ace engine into the Espada, his staff were boxing tools, clearing out waste and cleaning up the work-shop. So, finally there was just the Espada, the Hi-Ace donor van and the Granada left in the almost-empty garage on Christmas eve.

It was an exciting moment to see the Granada winched onto to Cutler’s “Liberator” tow-truck and brought the ten miles over to his garage where it is now ready to have the last details sorted out, and to fix up the stalling engine.

Author: richard herriott

I like anchovies. I dislike post-war town planning.

6 thoughts on “Our Cars: 1975 Ford Granada 2.0 L”

  1. Your Granny looks lovely.
    I had a boss around 1990 with a late ’70s 3-litre auto. (He was a big man with a family, so needed the power.) The way he paddled it along it kind of drove itself, a sensation I wasn’t to meet again until my Kappa V6 auto quite recently.

    At that time I had an HPE, which struck me as “a driver’s car”, meaning a track driver’s car: the brakes were either off or on, clutch either in or out; wide tyres meant frequent tramlining etc. Window winders collapsed before my eyes. But they refined the idea into the Delta Integrale.

    At that time, the only similar idea to the HPE was the BMW 2000 Touring. It was as if people thought this hatchback thingy was just going to be a passing fad, as surely “all real cars are three-box saloons, no?”. And VW were going up a blind alley with their Golf etc.

    Then I moved backwards, but upwards, to a series of ’74-ish 2000ies. Largely hand-made, everything had been thought out and tested twice. Only the quarter-lights could be awkward, and the throttle pedal had to be kept clear of the plush carpet.

    But even better was the Thema I was given as a replacement while a 2000 was serviced. The best drive of all. A 2-litre non-turbo, it did exactly what you wanted dynamically while still being as comfortable as the 2000. A pity most of those left are 8.32s, which can be troublesome.

    So good luck with the Granada: I well remember the 2000s needing individual panel welding….

  2. These irregular updates serve as an inspiration to us all.

    Clearly, classic Fords can serve as dependable every day transport. Style and comfort on every journey.

  3. No, but I hardly ever see an ’80s Vauxhall, whereas I did spy an immacculate yellow Escort in a hired garage space last week. Not an XR3i, just a plain 1.3. They don’t even bother to value it in the (rather unreliable) YoungTimers guide.

    1. Funnily, here in Denmark I seldom see a classic Ford. Opels outnumber them easily. The last time I saw an Escort Mk2 was in 2009 (Dusseldorf). Corresponding Kadetts are so regular a sighting for me I don’t stop to look twice. A local chap has a late series Taunus though.

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