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83-682: The Ford Cortina is a medium-sized family car manufactured in various body styles from 1962 to 1984. It was the United Kingdom's best-selling car of the 1970s. The Cortina was produced in five generations (Mark I through to Mark V, although officially the last one was only the Cortina 80 facelift of the Mk IV) from 1962 until 1984. From 1970 onward, it was almost identical to the German-market Ford Taunus (being built on

166-590: A DeLuxe wagon. The Lotus Cortina was also available, albeit in limited numbers. Ford in the United States imported both the Mark I and Mark II Cortina models. The Mark II was sold in the United States from 1967, achieving 16,193 cars sold in its first year. Sales of the Mark II in 1968 were 22,983. Sales in 1969 reached 21,496. Sales slumped in 1970, to almost half their 1969 peak, at 10,216 units. Ford USA dropped

249-434: A bent valve if it gets struck by the piston. The timing (phase angle) of the camshaft relative to the crankshaft can be adjusted to shift an engine's power band to a different RPM range. Advancing the camshaft (shifting it to ahead of the crankshaft timing) increases low RPM torque, while retarding the camshaft (shifting it to after the crankshaft) increases high RPM power. The required changes are relatively small, often in

332-674: A brushed aluminum and black boot lid panel on the GXLs, while the GT had a black-painted section of the boot with a chrome trim at either side of it. All prefacelift models featured a downward-sloping dashboard with deeply recessed dials, and coil suspension all round. In general styling and technical make up, the Mark III Cortina aped the Vauxhall Victor FD of 1967. The Cortina went on sale on 23 October 1970, but sales got off to

415-441: A camshaft with the same duration rating that has been determined using different lift points (for example 0.006 or 0.002 inches) could be much different to a camshaft with a duration rated using lift points of 0.05 inches. A secondary effect of increased duration can be increased overlap , which determines the length of time that both the intake and exhaust valves are open. It is overlap which most affects idle quality, in as much as

498-557: A different radiator grille), and rear-wing pressings that toned down the drooping beltline, lessening the "coke-bottle" appearance of the Cortina. Also, the dual round headlights fitted to the upmarket version of the Cortina Mark III were not available on the Taunus TC1. The MacPherson strut front suspension was replaced with more conventional double A-arm suspension (also known as double wishbone suspension), which gave

581-480: A five-door estate. Although no longer than its predecessor, the Mark III was a heavier car, reflecting a trend towards improving secondary safety by making car bodies more substantial. Weight was also increased by the stout cross-member incorporated into the new simplified front suspension set-up, and by the inclusion of far more sound-deadening material, which insulated the cabin from engine and exhaust noise, making

664-402: A particularly slow start because of production difficulties that culminated with a 10-week strike at Ford's plant between April and June 1971, which was at the time reported to have cost production of 100,000 vehicles, equivalent to almost a quarter of the output for a full year. During 1971, the spring rates and damper settings were altered along with the front suspension bushings, which reduced

747-588: A similar-sized model, was rejected in favour of traditional rear-wheel drive layout. Originally to be called Ford Consul 225, the car was launched as the Consul Cortina until a modest facelift in 1964, after which it was sold simply as the Cortina. The Cortina was available with 1200 cc and (from early 1963) 1500 cc four-cylinder engines with all synchromesh gearbox, in two-door and four-door saloon , as well as in five-door estate (from March 1963) forms. The saloon models featured large, round, 'Ban

830-600: A staple of the Capri and Granada ranges. However, 2.3-litre Cortinas never sold particularly well in the UK. The Cologne V6 was much smoother and delivered more refined power than the Pinto, but the V6 models were more expensive to fuel and insure, and were only slightly faster, being about 0.5 seconds faster from 0–60 and having a top speed of about 109 mph compared to the 104 mph of

913-444: A subtle 'Coke-bottle' waistline as a reference to its predecessor - along with a lowered boot lid height which achieved the marketing department objective of larger windows giving a better view out and a brighter feel to the cabin, but at the expense of body weight, which was increased, albeit only marginally, by about 30 lb (14 kg). Ford claimed an overall increase in window area of some 15%, with "40% better visibility" through

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996-430: A very obvious afterthought" on the 1964 Mark I Cortina was felt to have aged much less well than the car's ventilation system. Also in 1964, front disc brakes became standard across the range. Ford Cortina Lotus was offered only as a two-door saloon all in white with a contrasting green side flash down each flank. It had a unique 1558 cc twin-cam engine by Lotus , but based on the Cortina's Kent OHV engine. Aluminium

1079-735: A wooden dash, a vinyl roof, a blacked out tail panel, semi-high back front seats, centre console with floor shifter and clock, Australian Capri full wheel trims plus special stripes and badging. A 3.0 L Essex V6 engined variant was developed privately in South Africa by Basil Green Motors , and was sold through the Grosvenor Ford network of dealers as the Cortina Perana; two similar models (fitted with 3.0 L and 2.5 L Essex respectively) appeared later in Britain and were known as

1162-602: The Cortina Olympic bobsled run at that resort, a publicity stunt which Ford called "Cortina Auto-Bobbing." Using the project name of "Archbishop", management at Ford of Britain in Dagenham created a family-sized car that they could sell in large numbers. The chief designer was Roy Brown Jr. , the designer of the Edsel , who had been banished to Dagenham following the failure of that car. The Cortina, aimed at buyers of

1245-541: The Cortina Savage and Cortina Cheetah , which were available with 1600E trim in all three body styles, while their South African stablemate was offered only as a four-door saloon initially with GT and later E trim. The Cortina was Canada's second-most popular imported car during the 1960s, second only to the Volkswagen Beetle . Canada had two- and four-door sedans, the higher-performance GT sedan, and

1328-581: The Morris Oxford Farina and Vauxhall Victor , was launched on 20 September 1962. Also from 1962, it was manufactured in other countries such as at the Ford factory in Lower Hutt , New Zealand. The car was designed to be economical to buy, cheap to run, and easy and inexpensive to produce in Britain. The front-wheel drive configuration used by Ford of Germany for the new Ford Taunus P4 ,

1411-488: The "blow-through" of the intake charge immediately back out through the exhaust valve which occurs during overlap reduces engine efficiency, and is greatest during low RPM operation. In general, increasing a camshaft's duration typically increases the overlap, unless the Lobe Separation Angle is increased to compensate. A lay person can readily spot a long duration camshaft by observing the broad surface of

1494-520: The "pre-crossflow" version, as both inlet and exhaust ports were located on the same side of the head. The most powerful version of this engine (used in the GT Cortina) was 1498 cc (1500) and produced 78 bhp (58 kW). This engine contained a different camshaft profile, a different cylinder-head casting featuring larger ports, tubular exhaust headers, and a Weber 28/36 DCD twin-choke carburettor made under licence by Ford. Advertising of

1577-556: The 1.6 OHC replacement for the base 1.6 engine and during the run, a specially trimmed base 1.3 OHV “economy" version was reintroduced, but actually achieved worse fuel economy than larger engine models. A 2.0XL sedan version was also added around the same time. The Kiwi 2000E sedan initially lacked the cloth seats and never had the factory sunroof of the UK version and a radio was never standard, wagons were only ever offered in base or L trim. Ford Lio Ho in Taiwan began local production of

1660-476: The 1300 received a new crossflow cylinder head design, making it more efficient, while a crossflow 1600 replaced the 1500. The new models carried additional "1300" or "1600" designations at the rear. An 1100 cc crossflow engine from the Escort was also offered for markets such as Greece, where higher capacities were taxed heavily. The Cortina Lotus continued with its own unique engine, although for this generation it

1743-656: The 2.0 and 2.3S models, which were discontinued when the Mark V was introduced in August 1979. Ford Australia built its own version, known as the TE, with the 2.0-litre Inline-four engine Pinto unit and the Falcon's 3.3-litre and 4.1-litre straight-six engine. The six-cylinder versions were rather nose heavy and did not handle as well as the fours or the European V6 models. Interior door hardware and steering columns were shared with

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1826-433: The 2.0-litre Pinto was always by far the most common engine option for Ghia models. Two-door and four-door saloons and a five-door estate were offered with all other engines being carried over. At launch, though, only 1.3-litre-engined cars could be ordered in the UK with the two-door body, and then only with "standard" or "L" equipment packages. In practice, relatively few two-door Mark IV Cortinas were sold. In some markets,

1909-424: The 2.0-litre models. The 2.0-litre Cologne V6 engine continued to be offered on Taunus-badged cars in parallel with the Pinto unit, and offers here an interesting comparison with the similarly sized in-line four-cylinder Pinto engine. The V6 with a lower compression ratio offered less power and less performance, needing over an extra second to reach 50 mph (80 km/h). It did, however, consume 12½% less fuel and

1992-468: The Bomb' taillight clusters. Standard, Deluxe, Super, and GT trims were offered, but not across all body styles. Early Standard models featured a simple body-coloured front grille, earning it the nickname 'Ironbar'. Since this version cost almost the same as the better-equipped Deluxe, it sold poorly and is very rare today. Options included heater and bench seat with column gearchange (shifter). Super versions of

2075-499: The Cortina GT, which appeared in spring 1963 with lowered suspension and engine tuned to give a claimed output of 78 bhp (58 kW; 79 PS) ahead of the 60 bhp (45 kW; 61 PS) claimed for the Cortina 1500 Super. The engines used across the Mark I range were of identical design, differing only in displacement and setup. The formula used was a four-cylinder pushrod (overhead valve) design that came to be known as

2158-471: The Cortina Mark III in undiminished numbers in the UK until they were ready to launch its successor as the Dagenham -built Cortina Mark IV, which went on sale on 29 September 1976. Many parts were carried over, most notably the running gear. The raised driving position and the new dashboard had, along with some of the suspension upgrades, had already appeared in the 1974 model year Cortina MkIII, so that from

2241-571: The Cortina in March 1973. For Japan, the cars were narrowed by a few millimetres on arrival in the country to fit into a lower tax bracket determined by exterior dimensions which impose a maximum width of 1,695 mm (66.7 in). The Cortina was joined by the Ford Capri in Japan and was imported by Kintetsu Motors, an exclusive retailer of Ford products. The Mark IV Cortina (or TC2 , as it

2324-678: The Falcons, and the Australian versions also had their own instrument clusters, optional air conditioning, and much larger bumpers. They also had side indicators. The Cortina wagon was assembled by Renault Australia at its plant in Heidelberg in Victoria . Family car A family car is a car classification used in Europe to describe normally-sized cars. The name comes from

2407-569: The Mark II Cortinas, except for the 1600 cc GXL. These engines are known as the Kent, crossflow engine or overhead valve (OHV) engine. Also, the 2000 cc engine, the single overhead cam engine, now known as the Pinto engine, was introduced. The OHV Kent ' unit was fitted with a single-choke carburetor and was used for the early models up to GT trim, the SOHC twin-choke carburetor Pinto engine

2490-402: The Mark III a much softer ride on the road, but did give cars fitted with the larger, heavier engines distinct understeer. Trim levels for the Mark III Cortina were Base , L (Luxury), XL (Xtra Luxury), XLE (Xtra Luxury Edition - Australia and South Africa only), GT (Grand Touring), and GXL (Grand Xtra Luxury). The early Mark III Cortinas came with the same 1300 and 1600 cc engines as

2573-494: The Mark III was given a facelift, and was redesignated TD. The biggest change was the new dashboard, which dispensed with the steeply sloped and somewhat "overstyled" original. The new fascia was much flatter in appearance featuring the instruments under a glass hood with improved ergonomics which would be carried over to the later Mark IV and Mark V Cortinas with only detail modifications, as well as upgraded trim levels, revised front grilles and rear lights, rectangular headlights for

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2656-469: The Mk2's run. Initially, the 1.3 OHV engine came with base trim, the 1.6 as the Cortina L, and the 2.0 OHC as a GT (sedan only). Later base models were upgraded to the 1.6 OHV and a 2.0 L specification was added, set to become the default "rep's spec" until the Cortina's Kiwi demise in 1984. A 1973 update brought new paint colours and black, rather than colour-matched, dashboards and carpet. Facelifted Mk3s received

2739-559: The UK four-cylinder engines (1.6 and 2.0) and locally made inline six-cylinder engines (3.3- and 4.1-litre) from its Falcon line. Along with the engines, Australian built ' Cortys' (a common slang word Australians use for the Cortina ) featured many paint colours carried over from the Falcon line, some even from the Falcon GT. Ford New Zealand introduced the Mk3 as a four-door sedan and also reintroduced wagon versions not assembled during

2822-677: The XL, GT, and the new 2000E (the "E" standing for executive), which replaced the GXL. The 1.3-litre Kent engine continued, but 1.6-litre models now used the more modern 1.6-litre Pinto SOHC engine. Whilst the TD Cortina still had double A-arm suspension with coils at the front and a four-link system at the rear, handling was improved. The 2000E reverted to the classy treatment offered by the MkII 1600E (and carried over to later Mark IV/V Ghia) models instead of

2905-532: The bounciness of the ride and low-speed ride harshness, which had generated press criticism at the time of the Mark III's launch. Volumes recovered, and with the ageing Austin/Morris 1100/1300 now losing out to various newer models, the Cortina was Britain's top-selling car in 1972, closely followed by the Escort . It remained the UK's top-selling car until 1976, when overtaken by the Mk2 Escort. In late 1973,

2988-408: The camshaft is used to operate the intake and exhaust valves . The camshaft consists of a cylindrical rod running the length of the cylinder bank with a number of cams (discs with protruding cam lobes ) along its length, one for each valve. As the cam rotates, the lobe presses on the valve (or an intermediate mechanism), thus pushing it open. Typically, a valve spring is used to push the valve in

3071-412: The camshaft operates the valve directly or via a short rocker arm. The valvetrain layout is defined according to the number of camshafts per cylinder bank. Therefore, a V6 engine with a total of four camshafts - two camshafts per cylinder bank - is usually referred to as a double overhead camshaft engine (although colloquially they are sometimes referred to as "quad-cam" engines). Accurate control of

3154-741: The car sported similar fluted bonnet and beltline design elements to the North American Mercury Montego and Ford LTD of the same era. It replaced both the Mark II Cortina and the larger, more expensive Ford Corsair , offering more trim levels and the option of larger engines than the Mark II Cortina. The Mark III's continental European sister car – the Taunus TC – was subtly different in appearance, with longer front indicators, different taillights, different door skins, different bonnet and boot lid pressings (and hence

3237-419: The car usefully quieter than its predecessor, though on many cars, the benefit was diminished by high levels of wind noise apparently resulting from poor door fit around the windows. Four-speed manual transmissions were by now almost universally offered in the UK for this class of car, and contemporary road tests commented on the rather large gap between second and third gear, and the resulting temptation to slip

3320-429: The centreline of the exhaust lobes. A higher LSA reduces overlap, which improves idle quality and intake vacuum, however using a wider LSA to compensate for excessive duration can reduce power and torque outputs. In general, the optimal LSA for a given engine is related to the ratio of the cylinder volume to intake valve area. Camshafts are integral components of internal combustion engines, responsible for controlling

3403-404: The clutch when accelerating through the gears in the smaller-engined cars: it was presumably in tacit acknowledgment of the car's marginal power-to-weight ratio that Ford no longer offered the automatic transmission option with the smallest 1298 cc-engined Cortina. Four headlights and Rostyle wheels marked out the GT and GXL versions. The GXL also had bodyside rub strips, a vinyl roof, and

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3486-420: The crankshaft. In a four-stroke engine , the valves are opened only half as often, therefore the camshaft is geared to rotate at half the speed of the crankshaft. The camshaft's duration determines how long the intake/exhaust valve is open for, therefore it is a key factor in the amount of power that an engine produces. A longer duration can increase power at high engine speeds (RPM), however this can come with

3569-399: The driving position, the new car looked much more familiar to owners of recent existing Cortinas than from the outside. Cinema audiences saw the new Cortina (or Taunus ) chasing James Bond in his Lotus Esprit in the 1977 film The Spy Who Loved Me . The most obvious change was the new, squarer body in line with contemporary "folded paper" fashion of the time - although it still featured

3652-416: The engine block near the bottom of the engine. Early flathead engines locate the valves in the block and the cam acts directly on those valves. In an overhead valve engine, which came later, the cam follower presses on a pushrod which transfers the motion to the top of the engine, where a rocker opens the intake/exhaust valve. Although largely replaced by SOHC and DOHC layouts in modern automobile engines,

3735-451: The estates offered the option of simulated wood side and tailgate trim. In an early example of product placement , many examples of the new Cortina featured as "Glamcabs" in the comedy film Carry On Cabby . Two main variations of the Mark 1 were produced. The Mark 1a possessed elliptical front side-lights, whereas the Mark 1b had a redesigned front grille incorporating the more rectangular side-light and indicator units. A notable variant

3818-531: The faux woodgrain trim of the GXL. The 2000E was also available as an estate version. The Mark III was sold in Canada until 1973. For South Africa, the Mark III was available as the 'Big Six' L and GL with the Essex V6 2.5-litre engine and Perana, GT, and XLE with the Essex V6 3.0-litre engine. A pick-up truck version also was available. In addition to the 1.6-litre inline-four, a version unique to South Africa

3901-511: The first Cortina recognized as a classic. For 1969, the Mark II range was given subtle revisions, with separate "FORD" block letters mounted on the bonnet and boot lids, a blacked-out grille and chrome strips on top and below the taillights running the full width of the tail panel marking them out. Ford New Zealand developed its own variant of this model called the GTE, since the GT and Lotus Cortinas were not assembled there. The four-door only GTE had

3984-402: The high-tune GT 1600 Kent engine and luxury trim featuring a burr walnut woodgrain-trimmed dashboard and door cappings, bucket seating, leather-clad aluminium sports steering wheel, and full instrumentation inside, while a black grille, tail panel, front fog lights, and plated Rostyle wheels on radial tyres featured outside. According to author and Cortina expert Graham Robson, the 1600E would be

4067-653: The introduction of the saloon versions, a four-door estate was launched, released on the UK market on 15 February 1967: much was made at the time of its class-topping load capacity. The four-door Cortina 1600E, a higher-trim version, was introduced at the Paris Motor Show in October 1967, a year after the arrival of the Cortina Mark II. It combined the lowered suspension of the Cortina Lotus with

4150-402: The launch was accompanied by the slogan "New Cortina is more Cortina", the car, at 168 in (427 cm) long, was fractionally shorter than before. Its 2 + 1 ⁄ 2 inches (6.4 cm) of extra width and curved side panels provided more interior space. Its other improvements included a smaller turning circle, softer suspension, self-adjusting brakes and clutch, and the availability on

4233-427: The lobe where the cam pushes the valve open for a large number of degrees of crankshaft rotation. This will be visibly greater than the more pointed camshaft lobe bump that is observed on lower duration camshafts. The camshaft's lift determines the distance between the valve and the valve seat (i.e. how far open the valve is). The farther the valve rises from its seat the more airflow can be provided, thus increasing

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4316-475: The marketed use of these cars to carry a whole family , locally or on vacations . Most family cars are hatchbacks or sedans , although there are MPVs , estates and cabriolets with the same structure as with the other body style . The term covers two types of family cars. This automobile -related article is a stub . You can help Misplaced Pages by expanding it . Camshaft Camshafts in piston engines are usually made from steel or cast iron, and

4399-448: The maximum amount of lift possible for a given engine. Firstly, increasing lift brings the valves closer to the piston, so excessive lift could cause the valves to get struck and damaged by the piston. Secondly, increased lift means a steeper camshaft profile is required, which increases the forces needed to open the valve. A related issue is valve float at high RPM, where the spring tension does not provide sufficient force to either keep

4482-504: The model in 1970 and was effectively replaced with the introduction of the US-produced 1971 Ford Pinto subcompact. Ford sold 352,402 Ford Pintos for model year 1971 and no more English Fords were sold in the United States thereafter. In the late 1960s, Ford set about developing the third-generation Cortina, the Mark III, which would be produced in higher volumes than before following the merger of Ford of Britain and Ford of Germany into

4565-508: The modern-day Ford of Europe. The car marked the convergence of the German Taunus and British Cortina platforms with only minor differences between the two, hence the car's internal name TC1, standing for Taunus-Cortina. It was also the last European car engineered by Harley Copp as vice president of engineering and head of Brentwood, before he returned to Detroit. Ford UK originally wanted to call it something other than Cortina, but

4648-437: The name stuck. Although the Mark III looked significantly larger than the boxier Mark II Cortina, it was actually the same overall length, but 4 inches (100 mm) wider. Within the overall length, a wheelbase lengthened by more than 3 inches (76 mm) also contributed to the slightly more spacious interior. The Mark III Cortina was inspired by the contemporary "coke bottle" design language which had emanated from Detroit –

4731-426: The older overhead valve layout is still used in many industrial engines, due to its smaller size and lower cost. As engine speeds increased through the 20th century, single overhead camshaft (SOHC) engines— where the camshaft is located within the cylinder head near the top of the engine— became increasingly common, followed by double overhead camshaft (DOHC) engines in more recent years. For OHC and DOHC engines,

4814-598: The opening and closing of the engine's intake and exhaust valves. As the camshaft rotates, its lobes push against the valves, allowing the intake of air and fuel and the expulsion of exhaust gases. This synchronized process is crucial for optimizing engine performance, fuel efficiency, and emissions control. Without precisely engineered camshafts, the smooth and efficient operation of an engine would be compromised. The most common methods of valve actuation involve camshafts and valve springs, however alternate systems have occasionally been used on internal combustion engines: Before

4897-416: The opposite direction, thus closing the valve once the cam rotates past the highest point of its lobe. Camshafts are made from metal and are usually solid, although hollow camshafts are sometimes used. The materials used for a camshaft are usually either: Many early internal combustion engines used a cam-in-block layout (such flathead , IOE or T-head layouts), whereby the camshaft is located within

4980-468: The order of 5 degrees. Modern engines which have variable valve timing are often able to adjust the timing of the camshaft to suit the RPM of the engine at any given time. This avoids the above compromise required when choosing a fixed cam timing for use at both high and low RPM. The lobe separation angle (LSA, also called lobe centreline angle ) is the angle between the centreline of the intake lobes and

5063-531: The past include a vertical shaft with bevel gears at each end (e.g. pre-World War I Peugeot and Mercedes Grand Prix Cars and the Kawasaki W800 motorcycle) or a triple eccentric with connecting rods (e.g. the Leyland Eight car). In a two-stroke engine that uses a camshaft, each valve is opened once for every rotation of the crankshaft; in these engines, the camshaft rotates at the same speed as

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5146-454: The position and speed of the camshaft is critically important in allowing the engine to operate correctly. The camshaft is usually driven either directly, via a toothed rubber "timing belt"' or via a steel roller "timing chain". Gears have also occasionally been used to drive the camshaft. In some designs the camshaft also drives the distributor , oil pump , fuel pump and occasionally the power steering pump. Alternative drive systems used in

5229-448: The power produced. Higher valve lift can have the same effect of increasing peak power as increased duration, without the downsides caused by increased valve overlap. Most overhead valve engines have a rocker ratio of greater than one, therefore the distance that the valve opens (the valve lift ) is greater than the distance from the peak of the camshaft's lobe to the base circle (the camshaft lift ). There are several factors which limit

5312-473: The revised version, which appeared at the London Motor Show in October 1964, made much of the newly introduced "Aeroflow" through-flow ventilation, evidenced by the extractor vents on the rear pillars. A subsequent test on a warm day involving the four different Cortina models manufactured between 1964 and 1979 determined that the air delivery from the simple eyeball outlets on the 1964 Mark I Cortina

5395-558: The same platform), which was originally a different car model. This was part of Ford's attempt to unify its European operations. By 1976, when the revised Taunus was launched, the Cortina was identical. The new Taunus/Cortina used the doors and some panels from the 1970 Taunus. It was replaced in 1982 by the Ford Sierra . In Asia and Australasia , it was replaced by the Mazda 626 -based Ford Telstar , though Ford New Zealand , which built

5478-612: The sedan until 1983 and the estate car until 1984, did import British-made complete knock-down kits of the Sierra estate for local assembly from 1984. Cortinas were also assembled in South Africa until 1984, with the pick-up version remaining in production in that country until 1987. The name was inspired by the name of the Italian ski resort Cortina d'Ampezzo , site of the 1956 Winter Olympics . Several Cortinas were driven down

5561-515: The shape of the cams greatly affects the engine's characteristics. Trip hammers are one of the early uses of a form of cam to convert rotating motion, e.g. from a waterwheel, into the reciprocating motion of a hammer used in forging or to pound grain. Evidence for these exists back to the Han dynasty in China, and they were widespread by the medieval period. Once the rotative version of the steam engine

5644-534: The smaller-engined models, for the UK and some other markets, of a new five-bearing 1300 cc engine. A stripped-out, 1200 cc version running the engine of the Ford Anglia Super was also available for certain markets, where the 1300 cc engine attracted a higher tax rate. The 1500 cc engines were at first carried over, but were discontinued in July 1967, as a new engine was on its way. A month later, in August,

5727-467: The trade-off of less torque being produced at low RPM. The duration measurement for a camshaft is affected by the amount of lift that is chosen as the start and finish point of the measurement. A lift value of 0.050 in (1.3 mm) is often used as a standard measurement procedure, since this is considered most representative of the lift range that defines the RPM range in which the engine produces peak power. The power and idle characteristics of

5810-638: The two-door saloon was marketed as a coupe, but this was not the case in Britain. Ford already competed in the coupe sector in Europe with the Capri , which was particularly successful on the British market. A choice of base, L, GL, S (for Sport) and Ghia trims was available, again not universal to all engines and body styles . Rostyle wheels were fitted as standard to all Mark IV GL, S, and Ghia models, with alloy wheels available as an extra-cost option. The dashboard

5893-708: The use of poppet valves, or piston valves. For examples see the Uniflow steam engine , and the Gardner-Serpollet steam cars, which also included axially sliding the camshaft to achieve variable valve timing. Among the first cars to utilize engines with single overhead camshafts were the Maudslay, designed by Alexander Craig and introduced in 1902 and the Marr Auto Car designed by Michigan native Walter Lorenzo Marr in 1903. In piston engines ,

5976-445: The valve following the cam at its apex or prevent the valve from bouncing when it returns to the valve seat. This could be a result of a very steep rise of the lobe, where the cam follower separates from the cam lobe (due to the valvetrain inertia being greater than the closing force of the valve spring), leaving the valve open for longer than intended. Valve float causes a loss of power at high RPM and in extreme situations can result in

6059-423: The wider, deeper back window. Regardless of how these figures were computed, substantial weight-saving gains must have been made through reduced steel usage in the design, given the unavoidable extra weight of glass. This series spawned the first Ghia top-of-the-range model, which replaced the 2000E. The 2.3-litre Ford Cologne V6 engine was introduced in 1977 as an engine above the 2.0-litre Pinto engine, already

6142-429: Was a locally built version of the 2.0-litre Essex V4 . The Cortina 2000 V4 arrived during 1972, and also became available as a station wagon and pick-up later in the year. Maximum power was 76.6 kW SAE (104 PS; 103 hp). The shorter engine required a radiator shroud to compensate. The Cortina GT, however, received an OHC inline-four in South Africa, as well. Ford Australia built its own versions using both

6225-426: Was actually greater than that on the Mark II, Mark III, or Mark IV. The dashboard, instruments, and controls were revised, for the second time, having already been reworked in October 1963, when round instruments replaced the oblong speedometer with which the car had been launched. Twelve years later, however, the painted steel dashboard, its "knobs scattered all over the place and its heater controls stuck underneath as

6308-561: Was built in-house by Ford. The Cortina was Britain's most popular new car in 1967, achieving the goal that Ford had been trying to achieve since it set out to create the original Cortina back in 1962. This interrupted the long run of BMC's 1100/1300 range as Britain's best-selling car. Period reviews were favourable concerning both the styling and performance. Again, two- and four-door saloons were offered with base, Deluxe, Super, GT, and later, 1600E trims available, but again, not across all body styles and engine options. A few months after

6391-533: Was carried over intact from the last of the Mark III Cortinas, while the estate used the rear body pressings of the previous 1970-release Taunus. Despite its status as Britain's best-selling car throughout its production run, the Mark IV is now the rarest Cortina, with poor rustproofing and the model's popularity with banger racers cited as being the main reasons for its demise. Particularly scarce are

6474-463: Was considered by motor journalists to be a far quieter and smoother unit. The 2.3-litre was available to the GL, S, and Ghia variants. A 1.6-litre Ghia option was also introduced at the same time as the 2.3-litre V6 models in response to private and fleet buyers who wanted Ghia refinements with the improved fuel economy of the smaller 1.6-litre Pinto engine. Few cars were sold with the 1.6-litre engine, though;

6557-421: Was developed in the late 18th century, the operation of the valve gear was usually by an eccentric , which turned the rotation of the crankshaft into reciprocating motion of the valve gear, normally a slide valve . Camshafts more like those seen later in internal combustion engines were used in some steam engines, most commonly where high pressure steam (such as that generated from a flash steam boiler ), required

6640-740: Was the Ford Cortina Lotus . The Cortina was launched a few weeks before the London Motor Show of October 1962 with a 1198 cc, three-bearing engine, which was an enlarged version of the 997 cc engine then fitted in the Ford Anglia . A few months later, in January 1963, the Cortina Super was announced with a five-bearing, 1498 cc engine. Versions of the larger engine found their way into subsequent variations, including

6723-532: Was the second generation of the unified Taunus-Cortina platform) was a more conservative design than its predecessor, and this was largely appreciated by fleet buyers. Generally, it was a rebody of the Mark III/TC with little mechanical change as an integration of Ford's model range, and as a result, the Cortina and Taunus now differed only in badging. Although the updated Taunus was introduced to Continental Europe in January 1976, Ford were able to continue selling

6806-428: Was used for some body panels. For a certain time, it also had a unique A-frame rear suspension, but this proved fragile, so the model soon reverted to the standard Cortina semielliptical rear end. The second incarnation of the Cortina, designed by Roy Haynes , was launched on 18 October 1966, four years after the original Cortina. It had some styling elements in common with the third-generation US Ford Falcon . Although

6889-535: Was used for the GT and GXL models. The GXL was also offered in 1600 in the later Cortina Mark IIIs. In left-hand drive markets, the 1600 OHC was replaced by a twin-carb OHV (Kent) unit not offered in the home market, to distinguish it from the competing Taunus, which only came with the OHC Pinto engine. The 2.0-litre variants used a larger version of the 1600 cc Pinto unit and were available in all trim levels except base. Base, L, and XL versions were available as

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