Ford Escort (Europe)

Ford Escort MK I van

Ford New Zealand's Seaview plant in Lower Hutt built 1.1 and 1.3-litre versions, initially as Deluxe (1.1) and Super (1.3) two-door sedans plus panel vans. The four-door sedan was added in 1970. Trim levels were revised after the 1972 UK facelift with just one run of 1.3XLs (with the GT instrument pack) before these were downgraded to 'L' trim. Base and L trims were offered to the end of the Mk I run. Some 1.6 Mexicos were imported in 1973–74 after the government temporarily freed up import licensing owing to a shortage of new cars. Estate versions were mostly imported.

The Mk I was produced by Ford Australia from 1970 to 1975 as a two- or four-door saloon and as a two-door panel van.[17] 1100 cc and 1300 cc engines were offered, as was the 1558 cc twin cam unit.,[17] the last only in the Escort Twin Cam model, which was renamed the Escort GT 1600 in late 1971.[18] Some 67,146 examples of the Mk I were built in Australia,[17] with local sourcing bringing the Australian content of the vehicles to 85 per cent.[19]

Assembly of the Mk I Escort was undertaken by Automotive Industries in Upper Nazareth, in conjunction with the local distributor, Israeli Automotive Corp. Assembly from UK-sourced kits started in April 1968. The last Mk I, a light green 1100cc two-door, was produced on 14 November 1975. A total of 14,905 units were assembled in Israel, including 105 Escort 400 vans.

The Mk I Escort was sold in Japan, imported from the United Kingdom by Kintetsu Motors and was available with the 1.3 L engine in GT trim, and was sold alongside the Ford Cortina and the Ford Capri. Sales were helped by the fact that this generation Escort complied with Japanese government dimension regulations concerning vehicle dimensions and engine displacement. Only the four-door saloon was offered, and this was the only generation available to Japanese buyers. The engine displacement contributed to a lower annual road tax obligation to Japanese buyers which helped sales.

The Mk II Escort was assembled at Ford Australia's Homebush Plant, Sydney from March 1975 to 1980 in 2-door and 4-door sedan, and 2-door panel van forms – the estate versions were unavailable to the Australian market.

The sedan models were available in L, XL (later renamed GL) and Ghia forms, and a Sport pack option – similar to the 1300 and 1600 Sport models sold elsewhere. Unlike other markets – likely due to the estate's absence – the van was offered in a higher level of trim – a GL, and a Sport pack van was also available. Unusual fitments for the range not offered elsewhere on the Australian Escort included 'dog-dish' steel hubcaps, and high-backed front seats.

Australian 1979 Ford Escort RS2000 four-door form

The initial powerplants utilized in the Australian Escorts were Ford's 1.3 L and 1.6 L OHV Crossflow units, offered with either 4-speed manual or 3-speed automatic transmissions. In 1977, to cope with Australian emission laws, in particular ADR27A, the 1.3L models were dropped and the Ford Cortina's 2.0L OHC Pinto engine (in a lower tune to European units) was introduced to the Escort range, available as an option on nearly all models. Codenamed internally by Ford Australia as "BC", the Australian Escort range's bodies were modified to fit the larger engine and a redesigned fuel-tank, which involved the placement of the fuel filler being behind the rear numberplate.

In 1978, Ford Australia standardised the use of the blue oval logo across the Escort model range. These Escort models are identified by the familiar blue Ford oval in the centre of the grille and on the right of the bootlid. It also revamped the image of its 'leisure range' by introducing the Escort Sundowner panel van, positioning it as a youth-orientated lifestyle vehicle complete with bold body decorations and domed side windows, available in 1.6L and 2.0L forms. In 1979, Ford Australia gave the Escort an update, increasing basic equipment levels and standardising square headlights on L and GL models (previously only available on Escort Ghia). Chasing both youth and performance, Ford Australia introduced their take on the RS2000, which – complete with its slant-nose – was available in both two-door form and as a unique to Australia four-door, in a choice of five solid paint colours. These RS cars certainly looked the part, but were actually powered by the same 2.0-litre engine as the rest of the local Escort range, and available with a choice of manual or automatic transmission. A total of 2,400 Australian RS2000 cars were made.

While offered in many model forms, the Escort, like the Cortina, was not popular on the Australian market, largely due to expanding competition from Japanese imports and the established preference of Australian drivers for larger six-cylinder vehicles.

Australian Escort production ceased in late 1980, with 79,142 examples of the Mk II produced,[17] the range being replaced by FWD derivatives of the Mazda 323/Familia, namely the Ford Laser 3-door and 5-door hatchback and the Meteor 4-door sedan.

The Mk II Escort was introduced to New Zealand in early 1975, assembled at Ford's plant in Wiri, South Auckland. Unlike the Australian models, the New Zealand Escort range followed the specifications of the British models, aside from the use of metric instrumentation. All bodystyles were assembled, including the estate – previously (in Mk I guise) a built-up import from the United Kingdom.

A large choice of models were available in the NZ Escort range, consisting of 1.1 L (base), 1.3 L (L, GL, 1300 Sport, estate and van variants) and 1.6 L (Ghia, 1600 Sport) variants — the 1.1 being aimed at budget conscious buyers, the 1.3 L models were popular, and the 1.6 L – which appeared in New Zealand production in 1976 – being reserved for 1600 Sport and Ghia models. A three-speed automatic transmission was available as an option for most 1.3- and 1.6-litre models.

Unlike Australia, the Escort and Cortina ranges sold well and often topped the car monthly sales lists. An update was given for the range for 1979, which notably involved the addition of the Ghia model, the adoption of the GL's square headlights on the lower end models, Ford blue oval badging, and sport wheels on the L and GL. For 1980, all Ghia models gained standard alloy wheels.

The production of British-sourced and New Zealand-assembled Escorts ended in late 1980. Ford dealers offered large price reductions to shift their remaining Mk II Escort stock when the model was replaced in New Zealand by the Ford Laser in May 1981, which was a badge engineered Mazda 323, available in sedan and hatchback forms.[22]

Israel

Assembly of the Mk II Escort commenced in August 1975. The Escort was a best-seller in the Israeli market, its best year being 1976, when a total of 3,801 units were assembled. The line-up included 1.1- and 1.3-litre versions. Most were of the four-door variety, and only 150 were built as a 2-door 1.1L. Assembly ended after 12,700 units, in April 1981. No Ford passenger car was since then assembled in Israel.

South Africa

Escort Mark II shells built in Halewood, England were assembled in Silverton, South Africa from late 1975 until 1980. When originally launched, the Escort Mark II was sold as the 1300 L or as the 1600 GL, with two- or four-door bodywork. Aside from colour-coded hubcaps, most of the equipment differences were only on the inside with the GL being considerably better equipped.[23] The GL also received square headlights, back-up lights, and body-side mouldings. The South African Escort received the 1.3-litre Kent engine with 42 kW (57 PS; 56 hp), while the 1.6 claimed 52 kW (71 PS; 70 hp).[21] Early in 1979 the 1600 sport was launched, featuring a two-door bodyshell, revised gear ratios and a sporty look, using the 1600 motor proving to become a highly popular vehicle to the present day. The "One Six Double O" Sport was the best selling car in South Africa in 1980 at its retail price of R4995.00. These vehicles had a stronger Kent block cast in South Africa that had thicker cylinder walls, which was and is still utilised in the Formula Ford series. SA vehicles differed in minor ways from European built counterparts in that the interior exposed metal parts were painted Matt black as opposed to body colour and the bonnet/hood prop pivoted from the right as opposed to the left.

Nevertheless, South Africa is now a popular source for re-importing Mk II's back to the UK, since many have survived in the hotter climate (and are therefore not as vulnerable to rust), compared with the number of good condition European and British built examples rapidly dwindling. Like the Mk I, many road cars were converted for rally use which further degraded the number of usable examples for classic enthusiasts.

As with its predecessor, the Mark II had a successful rallying career. All models of the Mark I were carried over to the Mark II, though the Mexico gained the RS badge and had its engine changed to a 1.6 L (1,593 cc) OHC Pinto instead of the OHV. A "Sport" model was also produced using the 1.6 L Crossflow. A new model was released, the RS1800, which had a naturally aspirated 1,833 cc (1.8 L; 111.9 cu in) Cosworth BDE DOHC 4 valves per cylinder with a 32/36 DGAV Weber carburetor inline-four engine, producing 117 PS (86 kW; 115 bhp) at 6000 rpm and 171 N⋅m (126 lb⋅ft) of torque at 3750 rpm.[24] It was essentially a special created for rallying.

The works rally cars were highly specialised machines. Bodyshells were heavily strengthened and characterised by the wide wheelarch extensions, and fitment of four large spotlights for night stages. The Cosworth BDE engine was replaced with 2.0 L BDG and gave up to 250 bhp (186 kW; 253 PS) with Cosworth-made aluminium block by 1979. It was complemented by a strengthened transmission, five-speed straight-cut ZF gearbox, five-linked suspension and more minor modifications. The RS1800 was re-homologated with the aluminium block on 2 April 1977 as the 1975 cc Group-4 Escort RS.[25] This was after the FIA removed the 100-off rule from Appendix J 1976 and banned modifications approved under the previous rules for groups 2 and 4, effective from the end of 1977.[26]

The Mark II Escort continued its predecessor's run on the RAC Rally, winning every year from 1975 to 1979 and racing in a variety of other events around the world. In the 1979 season of the World Rally Championship, Björn Waldegård took the drivers' title, Hannu Mikkola was runner-up and Ari Vatanen finished the year in fifth place, all driving Escort RS1800s.

These drivers' successes throughout the year gave Ford the manufacturers' title, the only time the company had achieved this until the 2006 season, when Marcus Grönholm and Mikko Hirvonen won the title for Ford in Ford Focus RS WRC 06. Vatanen won the drivers' title in 1981, again at the wheel of an RS1800. This victory came despite the arrival on the WRC scene of the four-wheel drive Audi Quattro. Ford placed in the top three in the manufacturers' championship for the sixth year in a row.

The 2.0 L RS2000 version, with its distinctively slanted polyurethane nose, and featuring the Pinto engine from the Cortina, was announced in the UK in March 1975[27] and introduced in Germany in August 1975,[28] being reportedly produced in both countries.[27] It provided a claimed 110 bhp[28] and a top speed of 110 mph (177 km/h). For acceleration to 100 km/h (62.5 mph) a time of just 8.9 seconds[28] was claimed by the manufacturers. The 2.0 L engine was also easily retro-fitted into the Mark I, along with the Ford Sierra's five-speed gearbox, for rallying and other sports.

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  A Mark II rally car at a stage rally time control, displaying the extended wheel arches
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  Ford Escort RS1800 driven at the Race Retro 2008 by Alan Watkins
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  Ford Escort RS1800 with open bonnet
• 
  Mark II Ford Escort RS2000 taking part in a road rally

Ford Escort RS 1600i

To compete with Volkswagen's Golf GTI, a hot hatch version of the Mark III was developed – the XR3. Initially this featured a tuned version of the 1.6 L CVH engine fitted with a twin-choke Weber carburettor, uprated suspension and numerous cosmetic alterations. It lacked a five-speed transmission and fuel injection. Fuel injection finally arrived in October 1982 (creating the XR3i), eight months behind the limited edition (8,659 examples), racetrack-influenced RS 1600i. The Cologne-developed RS received a more powerful engine with 115 PS (85 kW), thanks to computerized ignition and a modified head as well as the fuel injection.

Ford Escort RS Turbo Series 1

The final performance update arrived in the form of the turbocharged 132 PS (97 kW) RS Turbo model in October 1984.[36] The RS Turbo was somewhat of a disappointment; it had been delayed several times and when it went on sale in early 1985 the chassis came in for severe criticism.[37] The RS Turbo Series 1 was only marketed in a few European nations as production was limited to 5,000 examples, almost all in white. They were well equipped, with the alloy wheels from the limited production RS 1600i, Recaro seats, and a limited slip differential.[37] One car only was finished in black; it was built especially for Lady Diana.[38][39] The Series 2 RS Turbo continued with the 1986 MKIV model.

The Ford Escort RS 1700T was a prototype RWD car designed by Ford Motor Company in 1980 to compete in Group B rallying. Prototypes were based on the Mk III Escort and featured a Cosworth developed 1.8-litre turbocharged four-cylinder engine that produced over 300 bhp (224 kW) maximum power. Also a prototype with a 2.4 litre Hart engine (derived from a Formula Two unit) was tested in 1982.

Persistent problems during the vehicle's development prompted Ford to drop plans for its production and instead begin work on an all-wheel-drive model to beat the Audi Quattro, designed and built from scratch, resulting in the famous RS200.

The two-door Escort Van was first sold in February 1981, a slightly delayed introduction caused by large remaining stocks of the Mark II Escort Van.[40] The Van has twin rear doors and unusual small side windows behind the front doors, necessary to provide more over-the-shoulder visibility which would otherwise be limited by the use of the short front doors from the five-door Escort.[40] Derived from the van was a pickup version of the Escort, the Bantam, which was produced in South Africa.[41]

The Escort entered production in Brazil in July 1983, with either three or five doors. To better deal with the tropical heat, the Brazilian three-door Escort received swing-out rear windows, unlike their European counterparts. It was equipped with the Renault-based Ford CHT engine, of either 1341 or 1555 cc. Both size engines were also available in alcohol-fuelled versions with marginally more power.[42] It was originally available in base (Popular), L or GL trim levels, with four- or five-speed manual transmissions.[43] In October 1983 the luxurious Ghia version was added.

This model was exported to Sweden, Finland, Denmark and Norway from 1983 until 1986, as the Escort LX, where it replaced the low priced German-built Escort L. The car had a bad reputation in Scandinavia, with severe rust problems and issues with the wet liners of the Renault-designed engine. The engines were also designed to run on petrol containing some ethanol (15-20%), leading to troubles when using straight petrol.[44] The Brazilian Escort LX was also available in Switzerland, only with the larger engine option.[45]

Brazil also received an XR3 version towards the very end of 1983, only available with a tuned version of the 1.6-liter engine running on alcohol. Aside from interior and exterior enhancements including spoilers and 14-inch alloy wheels, the XR3's engine produced 82.9 CV (61 kW), a bit more than the regular versions but not quite enough to be considered a sporting car.[46] In April 1985, the Escort Cabriolet was introduced. It was built in Brazil in collaboration between Ford and Karmann, with the top imported from Germany.

The Escort was also available in South Africa, as hatchback only, from March 1981, with the 1.3 and 1.6 litre engines. The South African Escorts differ only slightly from European ones, as a result of local parts content regulations.[47] The XR3 was also sold, known simply as the Ford XR3 and later XR3i, rather than the Ford Escort XR3.[48]

Brazilian Escorts were introduced only shortly after the European originals, in August 1987. At first, only the CHT 1.6-liter engine was available, running on alcohol or petrol and in a more powerful XR3 version only running on alcohol. Power was up marginally over the previous generation. As of May 1989, the 1.8 L AP engine made by Volkswagen became available.[52] This was part of the AutoLatina agreement, where Ford CHT engines were used in Volkswagen cars and vice versa. The 1.0 L and 1.6 L were all Ford CHT motors. All Escorts made after 1993 were fuel-injected, excepting the Hobby models. Additionally, the Mark IV[4] model was made until 1992 on all versions, except the Hobby which was made until 1996.

This generation was only built with three doors in Brazil, although the five-door model was produced in Argentina.[53] The advent of Mercosur opened the door for trade with Brazil's neighbours. In late 1991, for the 1992 model year, the Argentinian-made five-door became available in Brazil under the name "Escort Guarujá" (named after a town in the state of São Paulo).[54] This was only available with a catalyzed version of the 1.8-liter "AP" engine and a high standard of equipment, including the Ghia's body-coloured rear spoiler and distinct, eight-hole alloy wheels. The Guarujá was the first catalyzed car to be built in Argentina, although it was not available in its home market. It sold well initially, leading all other imports in January 1992.[54] However, Argentinian products had a low reputation in Brazil at the time and the Guarujá only remained on the market for about a year.[53] The more powerful Volkswagen engine finally allowed the XR3, now with 99 CV (73 kW), to live up to the promises made by its appearance.[52] In 1990, the XR3 gained body-colored skirts and wings.

Argentinian production had begun in 1988 with many parts imported from Brazil, although the five-door model was available there from the beginning and the engine options differed. The original versions were the GL and Ghia, both fitted with the 1.6-liter CHT; these were then replaced by the Volkswagen-made AP 1.6 (not used in Brazilian Escorts) in the Escort 1.6 LX and Ghia SX after a little over a year. There was also the 1.8-liter Ghia S - close in spec to the Guarujá export version, and with available air conditioning - and the sporty XR3.[55] The convertible was available, shipped in fully built from Brazil. The fourth generation Escort remained in production in Argentina until 1994.[55]

In 1993, the Escort Hobby trim was introduced in Brazil, using a 1.0 L 50 hp (37 kW) engine. This was a small-bore version derived from the CHT 1.3 L used in the Brazilian Mk III. This engine was unique to Brazil, whereas the 1.1 L engine was smallest available in most markets. The 1.0 was less powerful, but fuel efficient. Brazil has a special tax break for cars with engines of less than one litre, making this a closely contested segment. The Hobby did not receive Escort badging.

There were no trims with a high-power engine in Brazil. The most powerful Escort was the 1991 Escort XR3 Formula which had 105 PS (77 kW). The on-board computer was not available in Brazil.

The fifth generation Escort was launched in South America in December 1992, being manufactured in Brazil and Argentina by AutoLatina, a joint-venture between Volkswagen and Ford. A result of this collaboration was that these Escorts were equipped with a VW AP engine in the top 1.8 and 2.0 L versions, now fitted with catalytic converters. The top of the line was the Escort XR3i, equipped with a multipoint fuel injected version of the VW AP 2.0 L engine generating 115 PS (85 kW).[59] The entry-level Escorts received the old Renault-derived 1.6-liter CHT engine with 73 PS (54 kW),[60] while the earlier Mark IV continued to be available as the Escort Hobby, with a 1.0 or 1.6-liter engine.

Three- and five-door hatchbacks were available, as was a two-door convertible. In October 1993 the Verona appeared, a rebadged Orion/Escort saloon.[60] The Verona was not available in Argentina.[61] This generation also spawned two VW-branded cars with the same mechanics (but different body styles and interiors) called Volkswagen Pointer (five-door hatchback) and Logus (a two-door saloon).

In 1996, just before being redesigned to match the European Mark VI, Brazilian production came to a halt and Argentina became the sole Escort manufacturer in South America. The cars were exported to Brazil and elsewhere.[61] The facelifted Mark V was never built in South America.

Mk5 Ford Escorts: XR3i cabriolet and behind it an RS Cosworth

Early 1992 saw the launch of the Escort RS Cosworth. Intended to replace the Sierra Sapphire RS Cosworth (which finished production shortly afterwards) as Ford's stalwart rally challenger as well as a competitor to supercars with private buyers, it used the turbocharged 2.0 L Cosworth 16-valve engine, generated some 227 PS (167 kW) and was capable of 150 mph. As well as having four-wheel drive, its most memorable feature was its extremely large "whale-tail" tailgate spoiler.

The 2,500 road-going examples sold (required for homologation purposes) were made, but demand for the car was so high that Ford kept producing them. Later models (1995 up) have a smaller turbo than the homologation versions and came with the whale-tail spoiler as an option. The Escort Cosworth ceased production in 1996, but it has already achieved classic status and has a huge following. However, the car wasn't mechanically an Escort, being based on the four-wheel drive Sierra floorpan and mechanicals, including its longitudinally mounted engine, and was merely clothed in body panels to resemble a Mark V.

• 1.3 L (1297 cc) HCS 60 PS (44 kW; 59 bhp)
• 1.4 L CFi (1392 cc) CVH 71 PS (52 kW; 70 bhp)
• 1.4 L EFi (1392 cc) CVH 75 PS (55 kW; 74 bhp)
• 1.6 L G/H (1597 cc) CVH 90 PS (66 kW; 89 bhp)
• 1.6 L EFi (1597 cc) CVH 105 PS (77 kW; 104 bhp)
• 1.6 L EFi (1598 cc) Zetec 90 PS (66 kW; 89 bhp)
• 1.8 L EFi (1796 cc) Zetec 105 PS (77 kW; 104 bhp)
• 1.8 L EFi (1796 cc) Zetec 115 PS (85 kW; 113 bhp)
• 1.8 L EFi (1796 cc) Zetec 130 PS (96 kW; 128 bhp)
• 1.8 L D (1753 cc) Endura D 60 PS (44 kW; 59 bhp)
• 1.8 L TD (1753 cc) Endura D 70 PS (51 kW; 69 bhp)
• 1.8 L TD (1753 cc) Endura D 75 PS (55 kW; 74 bhp)
• 1.8 L TD (1753 cc) Endura D 90 PS (66 kW; 89 bhp)
• 2.0 L EFi (1998 cc) I4 DOHC 150 PS (110 kW; 148 bhp)
• 2.0 L (1993 cc) Cosworth YBT 227 PS (167 kW; 224 bhp)
• 1.8 L (1781 cc) VW AP 96 PS (71 kW; 95 bhp)
• 2.0 L (1984 cc) VW AP 116 PS (85 kW; 114 bhp)

Front view of 5-door hatchback (post facelift)

Stung by the criticism of the original Mark V (which was still hugely popular despite motoring press criticism of its styling, ride and handling), Ford facelifted the Escort and Orion in September 1992, giving the revised cars a new grille, bonnet and, in the Escort convertible and hatchback's case, a new rear end. A new 1.6 L 16-valve 90 bhp (66 kW) Zetec engine was introduced, replacing the previous CVH. Fuel injection was now standard on all petrol models, and Ford introduced a four-wheel-drive variant of the RS2000, offering much improved handling over its front-wheel-drive cousins. A first for the Escort also saw the introduction of all disc brakes on all four wheels as standard on all RS2000 and XR3i models.

Also new for 1993 were 1.3 L and 1.4 L CFi petrol engines and 1.8 L diesel engines.

In September 1993, the Orion name was retired, with the saloon taking on the Escort badge. The XR3i was discontinued several months later, at the beginning of 1994.

The crash structure of the Escort and Orion was also improved for 1993 as part of the facelift, featuring side impact bars, a reinforced safety cage, improved crumple zones and front seat-belt pretensioners and for 1994 airbags were added to the Escort range. This Escort was the first European Ford after the Mondeo to feature an airbag; shortly afterwards a driver's airbag became standard across the whole Ford range, with many other models having a passenger airbag as at least optional equipment. Production ended in 1995, although stocks including the Escort, Escort L, Ghia and Si continued through 1996 and finished in 1997.

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  Rear view of 3-door hatchback (post facelift)
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  Facelifted convertible
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  Facelifted convertible
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  Post-facelift Escort Saloon (Equipe trim level) - after the Orion name was dropped
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  Facelifted Escort estate (Ghia trim level)
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  Facelifted Escort XR3i

A late Escort "Finesse" from 2000

In 1998, Ford announced an all-new car, the Focus, which replaced the Escort and superseded the "Escort" name that had been in use for 30 years. The Escort range was cut down to just "Flight" and "Finesse" editions, and sold for a further two years in parallel with the Focus. All engines except the 1.6 L petrol and 1.8 L turbo diesel were dropped, as were the three-door hatchback, four-door saloon and cabriolet bodystyles (except in mainland Europe, New Zealand, South Africa and South America).

The Flight cost £10,380 and offered electric front windows, a three-speed fan and a cassette player. For an additional £1,000 the Finesse added alloy wheels, air conditioning, a CD player, fog lamps and metallic paint. The more competitive prices managed to keep European Escort sales going until the last one rolled off the Halewood assembly line in July 2000, although remaining stocks were sold into 2001, making it the last Ford car to be assembled there. The plant was transferred to Jaguar that year for the new X-Type saloon, and following the later merger with Land Rover and the sale of the plant to Tata, Ford now only has a small presence at Halewood - retaining the transmission works at the site.

The van variant remained in production in a facility located behind the now Jaguar plant at Halewood until 2002 when the new Transit Connect model was introduced. The Escort hatchback and estate were produced in Argentina until 2004, having been sold alongside its successor (the Focus) during the final stages of production. Escort-based light vans had been offered since 1968, although the market sector, always larger in the UK than in continental Europe, dated back beyond the 1950s when successive Ford Anglias had been available with a van variant. After the demise of the Escort, Ford would be represented in this niche by the Turkish assembled Ford Transit Connect.

While this generation was not sold in Australia at any point, it was however sold in New Zealand imported fully built up from the UK between 1996 and 1998 in all bodystyles including the van, replacing the Ford Laser. The hatch and saloon were discontinued in 1999 due to unfavourable exchange rates - this is also the reason why the Laser was reintroduced, and the Focus was not introduced to the New Zealand market until 2003. The Escort estate and van continued on sale on the local market until 1999 until stock from the UK dried up, the estate having reasonable success due to the lack of a replacement Laser wagon following the end of local production of the outdated 1980s KE Laser wagon in 1996. 1.6 or 1.8-litre petrol and the diesel 1.8 were available.