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Cars and Car Conversions - Feature: RWD BDA Fiesta
"Looking Back?"
October 1980
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Feature: RWD BDA Fiesta




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Looking Back?

With a change in the regulations governing international rallying imminent, manufacturer sanctioned hybrids could become a regular sight in motor sport; but here's one that isn't - a clubman built and campaigned RWD Fiesta. Fred Henderson reports


It is not very often that anyone gets the chance to test a rally car as unconventional as a rear wheel drive Ford Fiesta (if unconventional is the correct word). It would probably be necessary to go back to the four wheel drive Capris, the Leyland 1300 or John Bloxham's new Fiat Strada to find a vehicle that has been so rearranged. This opportunity has arisen not only with the kind cooperation of owner John Scaife and his sponsors, Sunderland Estate Agents, Gerry Rowley and Co., but also by the creativity of none other than rally driver, Steve Ward, whose idea created the project in the first place.

The story really began in a small Yorkshire workshop back in April 1978 when Steve, assisted by engineer Russ Coburn, took delivery of a new Fiesta bodyshell having already measured the engine bay, as Steve puts it "with a match box and a length of string"; just to make sure an inline engine would fit.

The idea of a rear wheel drive Fiesta, certainly at that time, had a lot going for it. Firstly the weight of the finished vehicle was likely to be considerably less than a similar Escort; also the overall size would be less, an obvious advantage on twisting stages. But the greatest single motivation for such a project remained the possibility that Ford's competition department would produce a RWD Fiesta; something which up to now has not been either publicly admitted or sanctioned.

The first area to receive the treatment was, appropriately enough, the rear axle. A narrow Atlas unit was used. This is mounted in position by four equal length links which are skilfully fabricated into the floor, not unlike an Escort. The standard shock absorber mountings are retained but strengthened, and the shock absorbers themselves mount onto the rear of the axle.

Rear springing is by Fiesta van springs mounted into the standard position on the top of the axle. Sideways location is achieved by a Panhard rod, not unlike the standard item, but fitted in the reverse direction. One of the toughest problems of this whole project was in establishing and fitting a transmission tunnel and some sound chassis rails on which to mount the engine. The tunnel problem was overcome by grafting an Escort gearbox tunnel onto the Fiesta floor. This tunnel now stretches right back to a point beside the rear suspension mounting points, and as far forward as the front bulkhead.

The front chassis rails were fabricated from 16 gauge metal and welded in position so as to allow the fitting of a standard World Cup crossmember. While the tunnel presented a large physical problem, the place which gave the biggest headache was the position of the front suspension top mouting points. In order to achieve the correct suspension geometry, the standard suspension top had to be cut away (they were too small anyway) and a couple of new mounting points fabricated and welded in position. Thought had to be given to the strengthening of this area, especially as the car was obviously intended for special stages

The use of a World Cup crossmember led logically to the choice of an Escort high ratio steering rack; this time from an RS2000. With new suspension tops in the best position possible to get the camber right, it was necessary to lengthen both the track control arms and the steering arms; the result being a wider than normal Fiesta front track which probably measures about the same as a Capri, since a Capri 1600front anti-roll bar is used with the Escort double mounting kit. Fitting the engine and four speed Rocket gearbox was now just a formality, a gearbox mounting simply being positioned under the box and bolted in position, and the gear shift hole cut in the correct place.

The exhaust system - large bore with one silencer at the rear - is mounted at the offside of the car, an extra silencer being fitted for road rally use. This means that the centre pipe has to cross under the car; the reason being that the original project was intended to take a RS2000 overhead camshaft engine which has its exhaust positioned on the driver's side. Cooling is provided by a neatly located Allegro radiator with separate catch tank.

Braking is looked after in a straightforward manner with an adjustable pedal box (which of course houses an hydraulic clutch). The three remotely mounted master cylinders sit neatly in a small recessed tray at the centre of the bulkhead. Rear brakes are of the standard Capri type, self-adjusting with VG95 linings. At the front, ventilated RS2000 discs are employed, again with competition brake pads (DS11). No dashboard adjustment is provided. The handbrake is (basically) hydraulically operated, but still retains its cables in the standard type position.

The rear of this small hatch-back has effectively been separated from the passenger area by a neat piece of double glazing (like the first works cars) which overcomes the problem of separating the fuel tank from the driver. A neat 10 gallon foam-filled fuel tank sits in the boot floor, and alongside it lies a Rover-type double acting fuel pump. After these items have been incorporated, no further room is left, which means the spare wheel has to be carried in the passenger compartment. The interior of the car is extremely neat and tidy, the dash being specially manufactured. Heating and ventilation is provided by a British Leyland Mini heater unit, although no fresh air (except via the windows) is available. Two normal rally seats are fitted and the whole lot is surrounded by a very sound, well fitted Safety Devices 10-point-mounted roll cage.

No trim is fitted to either door, in fact a useful pocket has been fabricated into the bottom of both. Perspex side windows are incorporated and there's also perspex for the tailgate window. The exterior of the vehicle is almost standard in appearance, apart from a very tidy front spoiler and a set of rubber Rallye Sport wing extensions which are a must because of the wide track.

The overall standard of preparation, including the original build, is of a high standard to say the least, and does considerable credit to Steve Ward and friends.

In fact, while testing the car, we deliberately drove through some very deep water and not one drop came inside......