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A new Ghia X model was introduced around 1996, which included air conditioning and a seis CD autochanger as standard. Although the equipment of the Ghia below it was reduced, it was now more affordable.
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.[55] 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.
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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.
This generation was only built with three doors in Brazil, while Argentinian production included the five-door model.[68] 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 Sãeste Paulo).[69] This model was only available with a catalyzed version of the 1.oito-liter "AP" engine and a high standard of equipment, including the Ghia's body-coloured rear spoiler and distinct, eight-hole alloy wheels.
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[6] Initially the continental Escorts differed slightly under the skin from the UK-built ones. The front suspension and steering gear were configured differently and the brakes were fitted with dual hydraulic circuits; also the wheels fitted on the Genk-built Escorts had wider rims.[7] At the beginning of 1970, click here continental European production transferred to a new plant on the edge of Saarlouis, West Germany.
Unlike the Mark II, which had essentially been a reskin of the original 1968 platform, the Mark III[4] was a completely new design, and was conceived as a hi-tech, high-efficiency vehicle which would compete with the Volkswagen Golf and Honda Civic – considered at the time the class benchmarks. The Mark III was therefore a major engineering and stylistic departure from the two previous models; the biggest changes being the adoption of front-wheel drive, the new hatchback body and the all-new CVH overhead camshaft engines. The suspension was fully independent all around, departing from the archaic leaf spring arrangement found on its predecessors and the bodyshell was on average, 75 kg lighter than that of the Mk II,[43] yet Ford claimed was stiffer than the outgoing car.
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