This humble Ford Escort Mk4 spotted in a supermarket parking lot in São Paulo, Brazil, is a true survivor. This example is one of the so-called Mk4 models built in Brazil from 1987—only a year after its European debut—until 1996. Contrary to what some online sources claim production of the Brazilian Mk4 did not end in 1992; while the Mk5 Escort was launched in 1992 in Brazil, the Mk4 would remain in production in spartan “Hobby” trim.
While the story and connection between the American and European Escort were approached in prior CC posts (see links at the bottom), let’s check out the Brazilian part of the story on this occasion.
The Mk4 is sometimes described as a heavily revised Mk3, built on the same platform but with new front, rear, and interior designs. The Mk3 had been the first Escort built in Brazil and had a short life span from 1983 to 1987.
Until 1989 the Escort was only equipped with a CHT four-cylinder engine; at the time the only engine available on Ford’s passenger cars in Brazil. The CHT engine was an evolution of the Cléon-Fonte engine from Renault, which Ford acquired when it bought Willys do Brasil in 1967.
Trim levels included the L, GL, Ghia, and the sportier XR3. Engine displacement for the L and GL versions was of 1.35L offering about 57HP. An optional 1.6 CHT engine was available, and standard on the Ghia and XR3 versions. In standard tune the 1.6 provided a net 65HP, and 84HP at 5200RPM on the sportier XR3. Numbers that sound unimpressive by today’s standards, but the Escort’s light 880KG allowed for reasonable performance. That said, its numbers were considered below those of its competitors, which had engines with at least 10 more HP.
That would soon change, however.
Mk3 vs. Mk4: same basic design, a rare case when the facelifted version is prettier than the original?
In 1989, Ford’s association with VW do Brasil –a quirky partnership called Autolatina, with details to be told on a later occasion– bore fruit: The Blue Oval gained access to VW’s AP 1.8L four-cylinder engine in both regular and sport versions. This engine was used not only in the Escort (the basic and “L” trim retained the CHT 1.6L) but also in Ford’s DelRey and Pampa lineups. The new 1.8L engine offered 87HP at 5400RPM, while the XR3 version had a different configuration that offered 99HP.
As hinted earlier, once the Mk5 started production in Brazil and showed up for model year 1993, the Mk4 would remain in production in “Hobby” trim, still making use of the 1.6 CHT mill.
Mk3 dash (above) vs. Mk4 dash (below)
When the Escort Mk3 was launched in Brazil, its main rival was the Chevrolet Monza (Opel Ascona B), available as a 2-door hatchback and 2- and 4-door sedans. The Volkswagen family’s closest competitor was the small sedan Voyage (known as the Fox in the USA). FIAT, the fourth major player in Brazil’s auto industry in the 1980s, had no direct competitor in this class at the time. In 1987, when the Mk4 began production, the competition remained largely unchanged at FIAT and VW, with Chevrolet taking two more years to introduce a direct rival; the Kadett (Opel Kadett E), in 1989.
The Escort project may have been a make-or-break bet for Ford’s Brazilian operation, as by the time of its launch all it had was the aging Corcel II/DelRey lineup (with its pickup and wagon variations), and the F1000 full-size truck (think 1967-era F250, with some mechanical and styling updates). The Escort must have paid off well since it was succeeded by two generations and paved the way for other new Ford offerings.
The Escort’s main market was aimed at urban, medium- and high-income families. It was particularly popular among married and single women and also appealed to well-educated urban men up to 45 years old.
Ford’s ad materials from the time clearly targeted the urban demographics mentioned, aiming to create an aura of good taste, sophistication, and even luxury, especially for the Ghia version. This was a stark contrast to the more rational messaging of VW’s advertisements.
Nice back seat, considering it’s a small hatchback by today’s benchmark.
Back in the day, I rode in a few Escorts driven mostly by friends’ mothers. Later, around 1998, a friend owned one with the 1.8L engine, likely a 1990 or 1991 model. It was quite fast, and with its soft suspension (independent on all four wheels) and seats, plus good sound insulation, it was far more comfortable than VW’s competition. Even the basic “L” version had a very nice fit and finish and above-average quality interior materials. This was a highmark for Brazilian Fords in the 1980s and 90s.
One can appreciate that in the Escort’s interior pictures shown above, and I would trade any modern car’s “leather” interior for these fabrics.
The dashboard, in my opinion, is one of the most beautiful ever in Brazilian cars. It’s simple, practical, and airy. I also remember that the clutch was soft to use, with a very high engagement point. All these factors made for a relaxed and comfortable driving experience, praised by car magazines of the time.
One side observation: the Escort had a tall shifter that came almost from the floor, with a long shift travel. In comparison, everyone praised the VW Voyage for its short shifter and travel. But, at least for me, the Escort’s shifter arrangement felt better for day-to-day city and highway cruising.
Ford Escort Ghia, the luxury version –see the Ghia badge on the front fender.
Last but not least, another strong point of the Escort 1.6L CHT engine was its durability, as evidenced by today’s find. A car that has survived over 30 years on São Paulo’s pothole-filled streets.
Related reading:
Curbside Classic: 1981 Ford Escort – You Never Get A Second Chance To Make A Good First Impression
CC Capsule: 1982-85 Ford Escort XR3i – If You Are Looking For A Good Time…
I always found the European Escort more attractive over the American one.
The same thing happens to me with the Granada, I don’t understand why for the US everything has to be uglier.
In Europe, Escort Mk.3 and Mk.4 were also available as 3door and 5door wagons as well as 3door panel wagon. How about the wagons in Brazil ?
And how about rust there – is it a problem in the tropical climate (for cars in general, not only in regards to the Escort) ?
I remember looking at one of these revised Escorts when they first came out. The differences at both front and back are quite extensive, though more obvious at the front where it was brought very much in line with the facelifted Sierra, loosing the late ’70s style slatted grille, a look that had started with the first Fiesta and Mk.2 (Euro) Granada in 1977.
At the back the edges round the rear of the hatchback window were now slightly angled to create a slight step to the glass. Aerodynamically this separated the airflow over the window and created better stability in cross winds. The original 1980 version had a slight angled lip on the upper trailing edge whereas the revised version flattened and slightly extended out this surface, almost like an integral spoiler, with a small overhang, visible in the third picture. Rear lights became smooth.
The cover-all bumpers front and rear completed the look outside and with the revised dash it did a good job of making it seem like a new model.
They used to be pretty ubiquitous here in the UK, but it’s a long time since I saw this generation out on the road. Even the last ones (1990-2002) are rare now.
Hi Midsommar, there were no Mk3 and Mk4 Escort wagons here.
They probably realized it would cannibalize sales of the Belina, or be too expensive compared to it. But, most of all, Brazil’s was a small market back then, so not many sales to payback the investment.
As for rust, I know it’s a big issue on costal cities, but not when you live like 50km or more from it.
Thank you for answering.
Hi Nick. I agree with you on the American vs Euro Escort, but I don’t think it is always like that: for example, think Toyota Tacoma (USA) vs Hilux (Europe, South America, Asia…), if that comparision is possible, as they’re not the same vehicle. For any given model-year I think the Tacoma is prettier (I’m not comparing wich one is “better”, wich is another matter).
Anyway, for one reason or another, cars are getting uglier year by year and that’s for a long time now, I mean at least since mid 90s, IMHO.
Thanks for the memories, 1983 ZZ Top album! A 1987 Mk4 was my second car and my first car with a 5-speed manual. I bought it at the end of 1990. I can see the black, rectangular pull/push knob of the manual choke in the interior picture.
It was powered by the 1.4 liter engine, 75 DIN-hp, IIRC.
A simple and practical hatchback, I drove it for 5 completely trouble-free years. Feeding it with leaded, high-octane gasoline (‘super benzine’) of course. Still the norm, back then.
Johannes, here in Brazil we tend to ignore that the choke can be useful on gas only engines.
That’s because in the 1980s, until early 1990s, most Brazilian cars were carburated and alcohol only. Because of that, the manual choke had to be used on a daily basis, especially on first starts on cold weather. Depending on the car and conditions, one had to leave the engine idling with the choke pulled all the way for up to 10 minutes!