‘The Mk2 Escort is a respected car, especially a Mexico one, and therefore there are strict rules on what is acceptable or unacceptable when modifying it.”
Andy Devine, the owner of the Mk2 Ford Escort Mexico you may see around the words above, is no stranger to the UK’s classic Ford scene. After 30 years of ownership, it’s safe to say that his car – the Mexican – is a far cry from most of the custom examples you see on the street or at shows.
“A while back I decided I wanted to give the car some more power, along with a few other upgrades,” Andy explains. He went for a Cosworth YB engine, but it didn’t stay original for long. “After using it briefly and blowing it up on the drag strip, my thirst for more modifications was already whetted.”
As you can see, Andy stuck with his choice; the 2.0-liter DOHC 16V Cosworth mill still resides in the Escort’s engine bay. These days, however, the modifications list has extensive.
Highlights include Arrow forged connecting rods and WRC-spec Cosworth forged pistons to achieve a 9:1 compression ratio. Aggressive BD15 and BD14 Kent Cams camshafts control the intake and exhaust valves, with the engine breathing through a custom Jarno Composites intake plenum, a drive-by-wire throttle body and a custom side exhaust built with 3-inch Vibrant Performance Tubes .
I can’t forget the twin-scroll BorgWarner turbocharger with two 3.5-inch downpipes, the Emtron ECU and the Julian Godfrey billet dry sump.
One of my favorite details is the dual cooling system, taken from an F10 BMW M5 and hidden in front of the front wheels.
“That must have cost BMW millions in R&D, so why not benefit from all that work?” says Andy. “Dyno and extensive road use confirmed it was a great solution, achieving a consistent intake temperature of just 32 degrees. By using ice in the dual water tanks this can be much lower.”
The intense engine build is just part of what makes Andy’s Escort Mexico so outrageous. You only have to look at the outside to see how customized it is too.
“It took eight years from the time I started over with a car that I blew up to where the car is now,” Andy reminisces. “The idea was always to make the car look as if it was rendered, that is, a bit unreal. Like a Hot Wheels car from when I was a kid. Even the ‘badges’ on the boot lid are now stickers.”
The acid-dipped and restored Mk2 body was fitted with a multi-point Custom Cages roll cage, the weight of which was offset by the aluminium doors, carbon fibre bonnet and boot, and even the replacement roof. Combined with the stripped-out interior, Andy’s Escort tips the scales at less than a tonne.
Zakspeed Group 2 wide arches are fitted, as well as a SHP Engineering Mk1 Escort front splitter that has been modified to suit the increased width of the bodywork.
Behind the Zakspeed fenders you’ll find a chassis that’s been faired to house a set of billet aluminum BBS E48 recreations. Image Wheels lips and cylinders bring the specs to 16×10-inches at all four corners, with center-lock adapters and Toyo Proxes R888R semi-slicks to finish things off.
The GAZ Gold suspension is combined with StanceParts air cups to allow Andy to lift the car and protect the front splitter on rougher roads, or when negotiating speed bumps and steep access. The braking system features AP Racing discs and calipers front and rear, an AP Racing hydraulic handbrake and an adjustable pedal box.
To make things more efficient, the Escort’s trunk floor was raised so that the oil cooler, oil pump and air cup system were hidden from view, above the Varis-style rear diffuser in a removable holder.
Inside the car are a pair of Recaro Profi SPG XL seats with TAKATA Racing harnesses and a host of bespoke carbon fibre elements including the dashboard, firewall, floor pans and door panels. The Escort has a 6-speed air-shifted Quaife gearbox and an AP Racing clutch.
“I really wanted something different from all the other Mk2 Escorts out there,” says Andy. “Something that purists would feast their eyes on, but that would also appeal to the wider automotive community, both young and old.”
Andy’s dedication to construction is by far his most impressive attribute, as are the skills he has learned along the way. “I am not a manufacturer or a professional car builder,” he explains.“Over time I had to learn everything from welding and fabrication to 3D design and 3D printing. All the elements of mechanical assembly.”
While not necessarily to everyone’s taste, the bespoke details are what stand out the most. Details like the Mustang-inspired, die-cast and 3D-printed taillights and the Arduino-driven steering wheel panel that communicates with the rest of the car via a VIM3 board.
Not to mention the 3D-printed Arduino connectors that allow Andy to connect components throughout the car, or the custom-made housings for the deconstructed Honda E headlights.
“As you can see, a lot has been crammed into a small space. I didn’t want something that was fast but also looked messy. I wanted a very fast race car that is also a show car, so all the complexity had to be removed,” he says.
I’ll let Andy close this one because, when asked, he had an opinion on his place in the classic British Ford scene, which I think is accurate.
“I think I’ve moved so far away from the classic Ford rulebook that we’ve come full circle from haters back to people who now love the build.”
Mario Christou
Instagram: mcwpn, mariochristou.world
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