From the decade of Brut 33 and lairy touring-car-inspired roadburners we get fast and loose with the best<\/p>[\/et_pb_text][et_pb_text module_class=”fp-byline” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Open Sans|600|||||||” text_font_size=”12px” text_line_height=”1.3em” text_orientation=”center” locked=”off” global_colors_info=”{}”]
Words ROSS ALKUREISHI<\/strong> Clockwise from bottom right \u2013 Ford Capri RS3100, BMW 3.0 CSL, Triumph Dolomite Sprint, Ford Escort RS2000, Opel Commodore GS\/E.<\/p>[\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”] As the European Touring Car world moved into a brave new decade, the old-fashioned notion of taking stock dealer cars and giving them a bit of a tweak before heading trackside hadn\u2019t just subsided, it had been obliterated.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The new trend for muscular wheelarches, aerodynamic appendages and ever-widening rubber meant tin-tops adopted appearances of track warriors readying themselves for battle, while only nominally resembling the cars that we could buy.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Under the skin this increased exponentially as an engineering space-race transformed their respective semi-humble origins into potent portents of mechanical doom, with fearsome power outputs that the previous generation of gentlemen racers could only have dreamed of.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Yet cars are products of their time and, as the world lurched from fuel shortage to full-on industrial crisis and global unrest, both works teams and privateers would have to ride a wild zeitgeist, one that crushed dreams yet brought opportunity in equal measure.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Now it\u2019s our turn to return to that tumultuous time, as we take the roadgoing versions of five of the era\u2019s finest competitors for a play at Brands Hatch. Motor sport fans could be forgiven for recalling only two tribes going to war, and yes the big boys are here with the 3.0 BMW CSL squaring up to the Ford RS3100 once more, but to that add Ford Escort MkI, Opel Commodore and Triumph Dolomite Sprint, as our quintet play for the ultimate prize.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] The Blue Oval\u2019s \u2018European Mustang\u2019 was never meant to go racing. As a study in fashion, if not precision engineering, the Ford Capri MkI did exactly what it set out to do and conquered the hearts of everyman drivers. Engineers though, and especially those of a motor sport bent, just can\u2019t help themselves; surely that chassis \u2013 a fusion of Cortina MkII\/Corsair and Escort design ideas \u2013 had potential?<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.4-scaled.jpg” alt=”Ford Capri RS3100″ title_text=”SPLASH IT ALL OVER!.4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Mammoth ducktail spoiler channels racetrack vibes straight to the road.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Cue the RS2600, the first Capri homologation special. Despite being a joint venture of the Advanced Vehicle Operation at Aveley and Ford-Germany, because of the isolationist nature of production \u2013 German Capris made in Germany with German engines, with the opposite true for British versions \u2013 it was only ever destined to be left-hand drive and for mainland Europe. The fuel-injected 2.7-litre Cologne V6 produced a spirited 150bhp, while the chassis sported lowered suspension, Bilstein dampers and single-leaf rear springs.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Amazingly its two-door coup\u00e9 body and cramped interior, by way of some pretty Jackanory jiggery-pokery, was passed off as a genuine four-seater \u2013 Group 2 saloon car racing, here we come. Its impact was immediate. The new Weslake-tuned lightweight racers stormed through the 1971 European Touring Car Championship season, destroying the field, with Dieter Glemser securing the Drivers\u2019 Championship. The following year Jochen Mass repeated the trick, but there would be no duplication in 1973, because the arrival of arch rival BMW\u2019s bewinged 3.0 CSL \u2018Batmobiles\u2019 proved virtually unbeatable. The direct result of Munich\u2019s intervention this time prompted a decidedly British response, and today we\u2019re driving the result \u2013 Wayne Jeffs\u2019 stunning Daytona Yellow RS3100.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.21-scaled.jpg” alt=”Cockpit of the Ford Capri RS3100″ title_text=”SPLASH IT ALL OVER!.21″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Interior just begs for some B&H smoke and you<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Easily spotted by the front quarter bumpers, that<\/em> whopping ducktail rear spoiler and four-spoke AVO cast alloy wheels it exudes Seventies boy-racer machismo. It sits on an RS2600 chassis, but power is now by way of an overbored 3091cc Essex V6 and Weber carburetion. At just<\/em> 148bhp it\u2019s two horses down on its predecessor but that capacity increase proved crucial for the racers.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] On the track the road car\u2019s stiff suspension set-up feels a bit hash \u2019em-bash \u2019em at low speeds, there\u2019s no comparison to the BMW\u2019s refinement or the Escort\u2019s immediacy but the engine has immense torque and flexibility. Spin it on a bit and the faster the speed, the more planted the big Capri feels. Through corners there\u2019s no oppo-lock wild power sliding \u2013 it lifts the inside wheel well in advance; instead, brake hard, then carefully judge the power application to keep traction maximised, and then it\u2019s throttle down \u2013 where it stays \u2013 as I muscle through onto the straight. It\u2019s a blunt instrument, but get it right and it\u2019s brutally effective.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.22-scaled.jpg” alt=”Ford Capri RS3100 engine” title_text=”SPLASH IT ALL OVER!.22″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] V6 pumps out a meaty 148bhp; race cars gave 420bhp<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Back in \u201973, with the Capri II due, the RS3100 made no sense in Ford\u2019s range, and only 248 were sold from December of that year until February. The racers were totally different beasts, with their Cosworth GA four-cam heart only loosely based on the Essex V6 cylinder block overbored to 3.4-litres. Their initial 420bhp, combined with a 7.5 per cent increase in aerodynamic efficiency, blitzed the BMWs in 1974 \u2013 it had eight wins in 17 races across various championships, but against uncommitted BMW opposition.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] \u2018I\u2019ve owned a Capri since I was 17,\u2019 says carpenter Wayne Jeffs. \u2018I previously had a Brooklands but I\u2019d always hankered after this model \u2013 as the rarest variant it\u2019s the one we all want, and that styling\u2026\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Jeffs bought it in 2007 for \u00a37000 and spent \u00a320,000 restoring it. \u2018Stuart Baldy at Restore-A-Ford did the bodywork. The front struts had rotted out, as had the boot floor and there were MoT bodges a-plenty. I rebuilt the original engine myself \u2013 though it now has another sourced from eBay \u2013 and put it all back together. It\u2019s a really good useable classic but the four-speed gearbox can be a bit noisy, though it levels off at speed. It\u2019ll tick along happily on the motorway and the power is there when you need it.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Running costs are low as Jeffs continues to keep on top of maintenance. \u2018A week ago the front suspension was taken apart; I wanted to change a steering coupling as there was a shake.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The RS3100 is set to remain his possession long term. \u2018I suppose it\u2019s a secondary pension pot. When I can no longer drive it, it\u2019ll go.\u2019<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] Engine:<\/strong> 3091cc, V6, ohv, Weber compound twin-choke 40 DFA Think motor sport in the Seventies and an image of a works BMW CSL in full Teuton attack-mode instantly comes to mind. The Bavarian beast would go on to dominate the decade to secure its place as the<\/em> defining touring car of the era.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.7-1-scaled.jpg” alt=”BMW 3.0 CSL” title_text=”SPLASH IT ALL OVER!.7″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Yet so comprehensive was its 1972 trouncing by Ford-Cologne\u2019s RS2600 racers \u2013 which won 13 out of 16 races \u2013 that initially, success looked doubtful. A single victory, in the N\u00fcrburgring six-hour, was scant reward for honest toil and such a devastating defeat prompted the formation of a whole new division \u2013 BMW Motorsport GmbH.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Headed by newly poached Jochen Neerpasch \u2013 the very mastermind of the Capri\u2019s recent victory \u2013 it prepared five factory cars for a full-out, multi-championship assault. Expectations were, according to a period Road & Track<\/em> article, for \u2018a few victories but not the 1973 ETCC championship\u2019, \u2013 keine chance. The multi-colour decaled beasts stormed to the title, with a Group 2 win at the Le Mans 24-hour and 11th overall, with Toine Hezemans and Dieter Quester at the wheel, thrown in for good measure.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Still basking in that reflected glory is this stunning Verona Red 3.0 CS \u2018Lightweight\u2019 road car (currently on sale at East Sussex-based specialist Munich Legends). The aesthetically wilder and rarer \u2018Batmobile\u2019, with its many aerodynamic accoutrements, may represent the pinnacle of the road-going versions but by comparison this is a discreet study in focused presence.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.3-scaled.jpg” alt=”BMW 3.0 CSL” title_text=”SPLASH IT ALL OVER!.3″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Clean lines of the BM look a decade younger than the steroidal Capri<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It has unstressed alloy panels including the bonnet, boot and doorskins but unlike German versions \u2013 down from the CSi\u2019s 1400kg to 1270kg \u2013 all UK cars were returned to CS luxury specification, which means it doesn\u2019t feature its European sibling\u2019s plexiglass side windows, stripped interior or lack of front bumper and comes in a smidgeon heavier.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-quote-bold” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Poppins|700|||||||” text_font_size=”20px” text_orientation=”center” locked=”off” global_colors_info=”{}”] \u2018Bury the throttle and the bonnet lifts with an accompanying vociferous bark, as the engine spins swiftly to the 6400rpm redline\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The engine has the tiniest of overbores to 3003cc in order to sneak into the over 3-litre competition bracket \u2013 the same trick the Capri RS3100 would later use \u2013 but output remains a CSi-level 200bhp. Bilstein dampers, a limited-slip differential, power steering and an all-synchro gearbox complete the high level of specification.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Inside, trademark period BMW goldfish-bowl visibility instantly connects you to your surroundings. The Fifties-style over-sized steering wheel is a little thin for my liking \u2013 although it suits the large cabin \u2013 but the Scheel bucket seat makes me feel as if I am sat too far back.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.23-scaled.jpg” alt=”Cockpit of the BMW 3.0 CSL engine” title_text=”SPLASH IT ALL OVER!.23″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Interior looks good but bucket seats made Ross feel a bit too far away from the action<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The straight-six sparks up with minimal drama and power steering makes manoeuvring a doddle. Bury the throttle and the bonnet lifts with an accompanying vociferous bark, as the engine spins swiftly and smoothly to the 6400rpm redline.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Gearshifts through the sharp gate are dispatched with ease, and the anchors match the overall high level of efficiency. One thing\u2019s instantly clear \u2013 this car occupies a loftier engineering plane than the other machines gathered here.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Push on even harder on the smooth Brands Hatch tarmac, enter a corner at a high speed and it nails the apex ruthlessly; there\u2019s no hint of understeer or oversteer \u2013 those deep bucket seats now make perfect sense \u2013 just exceptional levels of stability and balance. It\u2019s instantly confidence-inspiring, and gives a tantalising glimpse into why it made the perfect basis for an all-conquering racer.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.14.jpg” alt=”Driving the BMW 3.0 CSL ” title_text=”SPLASH IT ALL OVER!.14″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Ross realises that the BMW isn\u2019t his to take home<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] In 1974 after the fuel crisis exploded the works BMWs retreated from ETCC battle, leaving the privateer Alpinas and Schnitzers to scrap with the new Capri RS3100 kid on the block.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Unlike the Ford effort, which ended suddenly with the company withdrawing from all major European competition the following year, the CSL racers continued to run riot, bagging a further five ETCC titles as well as achieving considerable success in the North American IMSA series.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] \u2018It hasn\u2019t seen as much action as I\u2019d like because of work and life getting in the way,\u2019 says Tristan Judge, \u2018but it does get a lot of appreciative nods and positive comments from friends that know about classic cars.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Judge spent a considerable amount of time looking and took advice from a friend in the trade. \u2018This one was bodily the best, and had also had a recent engine rebuild. Selecting the right one has been the most important decision. I\u2019ve bought some classic cars privately but was happy to take the specialist view on this one.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Since owning it he\u2019s tinkered \u2013 adding rear seatbelts, headrests and replacing the clock. \u2018There\u2019s still some work to do, as the brakes need an overhaul, but the rest of it is all there. Sometimes you have to dig for parts, but most things are available. I do a little bit of racing and track days but this isn\u2019t the car for it. I\u2019ve nothing particularly planned but just to get out there, lower the windows for the old pillar-less look, and enjoy the fresh air.\u2019<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] Engine:<\/strong> 3003cc, inline 6cyl, sohc, Bosch D-Jetronic mechanical fuel injection Through MkI Twin Cam, Mexico, RSs 1600, 1800 and 2000 competition cars there\u2019s one constant \u2013 success. To detail all of the rallying and touring car victories of Ford\u2019s original sideways, rear-wheel drive demon would require a BMW CSL-battering appendix to this feature.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.2-scaled.jpg” alt=”Ford Escort RS2000″ title_text=”SPLASH IT ALL OVER!.2″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] A fantastic place to be in an RS2000 \u2013 powering out of a bend<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] In Europe, 1971 had been a false start for the Escort RS1600s; the following year, using a 260bhp Hart-BDA engine, a Boreham-backed model was more competitive. But in \u201973 \u2013 as Ford of Britain shifted all of its funds to rallying \u2013 factory interest dwindled. However, by then the Zakspeed cars had arrived and the following year these would essentially become the works Escorts.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Using iron-block two-litre engines they were built for reliability, rather than outright go, making a seemingly paltry 275bhp. They were competing in a smaller class than the 420bhp Capri RS3100s and similarly-powered BMW 3.0 CSLs but did better, winning the Division One championship and the N\u00fcrburgring round outright. Brutally embarrassing for Ford\u2019s new Capri talisman, but the perfect end to the Escort MkI\u2019s European track career.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.9-scaled.jpg” title_text=”SPLASH IT ALL OVER!.9″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Escort\u2019s sporting minimalism meets Dolomite\u2019s sporting luxury<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Representing sporty Escort MkIs here is this striking black RS2000 (for sale at Kent-based Porsche specialist 911Box). Although it\u2019s the BDA-engined cars that bask directly in the glory, their slightly softer 2000cc Pinto-powered sibling is arguably the nicer road car \u2013 a little less highly strung, more pleasing inside and not to mention considerably lighter on the wallet today.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It features the same strengthened Type 49 bodyshell, complete with flared front arches, but this example doesn\u2019t have the usual contrasting stripes on the body. Into this is shoehorned the bulkier Pinto engine \u2013 good for 100bhp \u2013 which is mated to the Cortina MkIII\u2019s Type E gearbox and the same Timken rear axle as other AVO products, but now with a higher 3.54:1 final drive ratio.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The interior is sporting but spartan compared to the others, and feels built down to a budget. That\u2019s not a criticism because the AVO six-instrument binnacle, flat three-spoke RS steering wheel, and superb Recaro sports bucket seats work together to focus attention on the one thing that matters in this car \u2013 the road.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.15-scaled.jpg” alt=”Cockpit of the Ford Escort RS2000″ title_text=”SPLASH IT ALL OVER!.15″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Everything you need and no more<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Driving it is a physical, Greco-Roman wrestling whirlwind of an affair; the harder you manhandle it, the better it responds. The engine isn\u2019t the most sophisticated\u2014antediluvian compared to the CSL\u2019s unit\u2014but its response is willing from the off, delivering lashings of torque throughout the rev range, all accompanied by a delightfully rorty, wide-boy soundtrack.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-quote-bold” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Poppins|700|||||||” text_font_size=”20px” text_orientation=”center” locked=”off” global_colors_info=”{}”] \u2018This Sideways-Sid is an absolute howl, with a hardcore nature that can\u2019t help but shine through.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The steering is razor-sharp but it\u2019s the gearbox that astounds, its incredibly micro-short throws and snicky-nature rendering all rivals both flabby and redundant in an instant.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Despite revised suspension \u2013 firmer front and softer rear springs, and different damper settings \u2013 the RS2000 is initially neutral through corners, but a hard prod of the throttle will still initiate lurid but controllable oversteer.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] This Sideways-Sid is an absolute howl, with a hardcore nature that can\u2019t help but shine through. On track there\u2019s more than enough to let me imagine myself as Hans Heyer in the Castrol-liveried Zakspeed Escort, as he blitzed the competition in \u201974.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.16-scaled.jpg” alt=”Ford Escort RS2000 engine” title_text=”SPLASH IT ALL OVER!.16″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] 2.0-litre Pinto delivers a gutsy 100bhp \u2013 in road form, at least….<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Yet back on the road, with its higher gearing and more civilised single Weber twin-choke carburettor set-up \u2013 it\u2019s only 0.1\u202fsec slower from 0-to-60\u202fmph \u2013 it\u2019ll still perform regular touring and commuting duties with some comportment.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The RS2000 is also not without its own competition success, with Roger Clark in \u201974 and Tony Pond the following year both winning the Tour of Britain in Group\u202f1 examples. It\u2019s enough to make me reach for some racing gloves…<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] Kerry Sealey is well placed to comment on the RS2000, he owns a range of Escort MkIs including a Twin Cam, RS1600 and Mexico. \u2018It\u2019s a Dec \u201974 built car registered in Jan \u201975, in white with blue decals. Compared to the other variants it\u2019s more of a luxury car, quieter to drive and with the single carburettor a bit less performance-orientated \u2013 the better choice for a Sunday drive.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Sealey says running costs are fairly low, with the car insured for \u00a3120 a year and about to become lower as it\u2019s road-tax exempt in April. \u2018I\u2019m a bit finicky and since I\u2019ve owned it I\u2019ve rebuilt the engine and the gearbox, and gone through the braking system. The standard engine is very similar to a Cortina one and so relatively cheap to rebuild at around \u00a32000.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The RS2000 goes up to Cumbria once a year for The Lakes Tour Rally, something he describes as \u2018a great jolly up with friends from both the RS Owners\u2019 Club and AVO Owners\u2019 Club and lots of MkI and MkII Escorts\u2019.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” hover_enabled=”0″ locked=”off” global_colors_info=”{}” sticky_enabled=”0″] Engine:<\/strong> 1993cc, inline 4cyl, sohc, Weber DGAV 32\/36 carburettor Triumph\u2019s \u2018Dolly\u2019 Sprint was comprehensively rallied under the British Leyland Special Tuning banner but proved unable to match the lighter, and highly reliable, Ford Escort. It also dipped its toes in European competition, but real success came at home in the British Saloon Car Championship. While continental competition had gone down the hardcore fire-breathing route, back home us Brits had to make do with the cost-saving Group 1 contest for virtually standard cars \u2013 softcore, and with the lights on.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER-scaled.jpg” alt=”Triumph Dolomite Sprint” title_text=”SPLASH IT ALL OVER!” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Dolomite Sprint leads automatic Opel Commodore GS\/E<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] But how the Sprint soared! With a driving team of Andy Rouse and Tony Dron, it clinched the RAC Manufacturer\u2019s Championship for the Broadspeed Team in \u201974, and Rouse snapped up the Drivers\u2019 Title the following year \u2013 not too shabby for a product of a disordered, and somewhat maligned, industrial behemoth.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] At launch in summer \u201973 the Dolomite Sprint was greeted enthusiastically, Autocar<\/em> stating, \u2018\u2026the Sprint must be the answer to many people\u2019s prayers,\u2019 and citing it as a \u2018sparkling performer\u2019 that was \u2018tremendous fun to drive\u2019.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Despite sporty alloy wheels and a front lip spoiler, Giovanni Michelotti\u2019s styling was a little uninspiring; like the Opel it still resembles a product of the previous generation. But free of period criticisms of its \u2018dated\u2019 looks, it is now possible to enjoy its rakish elegance. It also looks smaller, and you might think lighter, than the other cars, but that\u2019s deceptive \u2013 it\u2019s 127kg tubbier than the Capri.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.17-scaled.jpg” alt=”Cockpit of the Triumph Dolomite Sprint” title_text=”SPLASH IT ALL OVER!.17″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Triumph was much more luxuriously appointed than rivals<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Insert your backside into the spacious cabin and the feeling that the Sprint is a car stuck between two decades returns. The wooden dashboard panel and door cappings sit a little awkwardly alongside this car\u2019s thick leather-rimmed sports steering wheel, yet you can see why period road-testers appreciated the high level of finish.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] But the element that made the Sprint so special, and competitive, is the 16-valve four-cylinder engine, one of the first mainstream production cars to feature one. This blending of a radical power plant with a luxury finish endowed the Sprint with a nonconformist character, perfect for its mid-level executive target group.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] On the move there\u2019s very little noise output, with no real indication from either end of the performance available \u2013 even under heavy load. But boy, does it shift; 127bhp endows it with an 8.3sec dash to 60mph, and Escort RS1600-beating \u2013 never mind the RS2000 \u2013 performance.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-quote-bold” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Poppins|700|||||||” text_font_size=”20px” text_orientation=”center” locked=”off” global_colors_info=”{}”] \u2018You have to judge just how far you can load it up before this little puppy starts cocking its leg.\u2019<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.18-scaled.jpg” alt=”Triumph Dolomite Sprint engine” title_text=”SPLASH IT ALL OVER!.18″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Triumph\u2019s 16-valve engine gave it the edge in competition<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The standard suspension, with double wishbones and coil springs at the front, and a four-link suspended live rear axle, shows similar shortcomings to the Capri\u2019s and likewise you have to judge just how far you can load it up before this little puppy starts cocking its leg; and then even if it does, keep your right foot planted as any let-up will induce snap oversteer.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Motorsport<\/em>, in its October \u201973 road test, said that it \u2018is a highly acceptable car\u2019, before going on to say more effusively \u2018the Sprint is immensely controllable\u2026 and very accurately placed where the driver intends\u2019. The clincher was the price. At just \u00a31739.84 \u2013 the RS1600 was \u00a322 dearer but much more competition-focused, and without the same level of interior appointment \u2013 there wasn\u2019t much in the same price bracket that came close.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.8-scaled.jpg” alt=”Triumph Dolomite Sprint” title_text=”SPLASH IT ALL OVER!.8″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Dolomite has a rocky reputation for reliability \u2013 technology has improved matters<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Yes, it developed a reputation for fragility based both on poor build quality and cylinder head warping issues that gave it a reputation as a serial devourer of head gaskets. Yet many cars of that era had design flaws that took the passage of time, and new technology, to improve. One thing\u2019s for certain, if the basic package hadn\u2019t been right there\u2019s no way it would have been so successful on track. Today, it\u2019s still considered to be the best British touring car of the mid-Seventies \u2013 praise doesn\u2019t come much higher than that.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] Colin Robertson also owns a 1967 MkIII Triumph Spitfire, and is a lucky man because buying the Dolomite was the wife\u2019s idea. \u2018The Spitfire is mainly for travelling to shows for display, but Ros decided that she\u2019d like to come with me and wanted a roof over her head. There was also a fair amount of peer pressure from friends, \u201cget a Sprint, get a Sprint\u201d and when I did, they joked \u201cyou know they\u2019re a bag of trouble.\u201d\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] A few standard issues aside, it\u2019s been excellent. \u2018I\u2019ve replaced the clutch, battery and a brake caliper. With these cars as long as you can keep the engine cool they\u2019ll go on forever.\u2019 He\u2019s also fitted an electric fuel pump to cure fuelling issues and an electronic ignition system. While he hasn\u2019t had any issues finding parts, some are tricky to find new, particularly panels, but The Triumph Dolomite Club has had repair sections made.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The Dolly has proved a real driver\u2019s car. \u2018There\u2019s a certain amount of tension involved, because of the performance available, and that really gets the adrenaline flowing.\u2019<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] Engine:<\/strong> 16-valve 1998cc, 4cyl, sohc, two SU HS6 carburettors Opel advertised the Commodore as an alternative to the usual type of director\u2019s car and it\u2019s easy to see why, as its eye-catching styling and above-average performance made for an attractive proposition. The model debuted in 1967. Based on the wildly successful Rekord C \u2013 1,276,681 units shifted over its lifetime \u2013 it slotted in as the upmarket version, and as such it had a higher level of trim and, unlike its sibling, only came with six-cylinder power units.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.10-scaled.jpg” alt=”Opel Commodore GS\/E” title_text=”SPLASH IT ALL OVER!.10″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Roadgoing Commodore lacks the racers\u2019 cornering composure<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] With 2.2-, 2.5- and 2.8-litre versions of Opel\u2019s cam-in-head straight-six it had the oomph necessary for a big executive lump. The smaller-engined Sprint was good for 115bhp, the twin-carb fed 2800GS made 140bhp but crucially the top-of-the-range GS\/E \u2013 Grand Sport Einspritz (German for fuel injection) \u2013 featured the mid-sized unit, fed by the new Bosch D-Jetronic system. In all, just 2,574 GS\/Es were produced.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It may not be the obvious choice for a touring car weapon but the success of Ford Galaxies in the BTCC in 1963 proved that ungainly dimensions weren\u2019t necessarily a handicap. Cue German tuning firm Steinmetz, which went to town on the Commodore. Using the two-door saloon as a basis, the engine was bored out to three litres and fitted with a race camshaft, triple DCOE Weber carburettors, oil cooler and a tubular exhaust manifold. Stiffer suspension and extended boxed wheelarches allowed for wider wheels and tyres to be fitted, in order to lay down 300bhp. With their striking yellow and black colour scheme these buzzboxes debuted at the N\u00fcrburgring Six-hours on May 12, 1970, and would become a competitive presence in the ETCC until the even more successful Commodore B arrived.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.6-scaled.jpg” alt=”Opel Commodore GS\/E” title_text=”SPLASH IT ALL OVER!.6″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Opel offers Detroit muscle style on a European scale<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The eagle-eyed ETCC fan will recognise that this car is a fastback coup\u00e9, while the racers were based on the notchback-style saloon with its full B-pillar and stiffer frame. Still, the underpinnings remain identical and will give an indicative experience.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Glance once at this Opel and you see styling cues from one car. But look again, this time from a slightly different angle, and it resembles yet another. It\u2019s most definitely a product of the Americana design prevalent at Opel in the late Sixties. \u2018I\u2019ve heard them all,\u2019 says owner Simon Downs. \u2018But if I had a pound for every time I\u2019ve heard mini-Dodge Charger, I\u2019d be a rich man.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Most cars were built at the Russelsheim factory in Germany but this is one of a limited number shipped in CKD form and assembled at the Biel\/Bienne factory in Switzerland. It\u2019s the only GS\/E A series in the UK, and one of only six As in existence.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.19-scaled.jpg” alt=”Cockpit of the Opel Commodore GS\/E” title_text=”SPLASH IT ALL OVER!.19″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Cavernous interior could almost act as a wannabe racer\u2019s paddock lounge<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Like everything else about this car the cabin is vast, with a similarly over-sized steering wheel. Opel advertised the Commodore by saying, \u2018the atmosphere of comfort is enough to send passengers to sleep just breathing it\u2019. With Simon demonstrating that the front seats recline to form, with the back seat, a passable bed, I\u2019m hoping it doesn\u2019t have the same effect on the driver.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Power is delivered in smooth, lazy dollops of torque \u2013 made more languid as the autobox knocks two seconds off the 0-60mph time. As we approach Druids, Simon advises, \u2018It handles like a truck.\u2019 I realise my mistake \u2013 I\u2019ve just come from the Escort RS2000. Cue looking where I expect the car to be going, followed by profuse attempts at corrective action, squealing tyres and copious body roll as I manhandle the cumbersome steering.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.29-scaled.jpg” alt=”Opel Commodore GS\/E engine” title_text=”SPLASH IT ALL OVER!.29″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] 2.5-litre straight-six doles out 150bhp with smooth ease<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Back on a straight and it swallows it effortlessly, but with corners rudely interrupting progress repeatedly, it\u2019s hard graft. It can<\/em> be made to handle \u2013 there\u2019s sufficient power to combat the marked understeer \u2013 but it\u2019s a real gargantuan effort. And why would you?<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] This car\u2019s natural habitat is a stretch of long, straight, high-speed road. That Steinmetz turned it into a competitive touring car to ply its trade on the tortuous circuits of Europe is astounding.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] Simon Downs wanted something that was \u2018big, comfortable, had nice lines, a decent-sized engine and was different.\u2019 After seeing a picture of an Opel Commodore GS\/E in a magazine he had to have one. \u2018It was a barn-find before they became fashionable and I entered a bidding war on eBay; I bought it for \u00a3365.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] \u2018I paid a guy to do the body and another to do the mechanicals but I\u2019ve had to redo that over the past two years. The engine I\u2019ve rebuilt myself, sourcing all parts including a new camshaft; incredibly Piper Cams still holds 12v cam-in-head blanks for Vauxhall\/Opel engines and was able to make a new one.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Downs isn\u2019t a stickler for originality, so it\u2019s running a four-speed Monza autobox rather than the original three-speed. \u2018I get 28mpg now, rather than 17mpg, and it cruises beautifully.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] He takes it over to Europe regularly. \u2018The Germans say it\u2019s not right because it doesn\u2019t have the original black stripes on bonnet, black vinyl roof, or black in-filled rear panel, but the Dutch love it.\u2019<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] Engine:<\/strong> 2490cc, inline 6cyl, sohc, Bosch D-Jetronic fuel injection There are multiple considerations before deciding which car gets the plaudits and bubbly-spraying rights, including kudos, driving experience, engineering complexity and affordability.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The BMW\u2019s overall package makes it the most accomplished car here. It\u2019s the most powerful, the fastest and the best engineered, but it\u2019s also the most expensive by some considerable distance.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Arch-nemesis the Capri RS3100 never scaled the same achievement heights but in this car\u2019s colour it provides Seventies Southend beachfront cool, allied to a simple mechanical package and hugely stimulating drive. It\u2019s also rare \u2013 Ford should have made a thousand, instead cheekily calling it quits at just 248.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-quote-bold” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Poppins|700|||||||” text_font_size=”20px” text_orientation=”center” locked=”off” global_colors_info=”{}”] \u2018Just as it did in \u201974 the boisterous Escort MkI storms in once more to upset the equation\u2019<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.1-scaled.jpg” alt=”Ford Escort RS2000″ title_text=”SPLASH IT ALL OVER!.1″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] But just as it did in \u201974 the boisterous Ford Escort, with its phenomenally communicative controls, storms in once more to upset the equation.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Then there\u2019s the bargain that is the Triumph Dolomite Sprint, still under-appreciated both on the road and in terms of track achievements, and still delivering the goods. Finally, the lovely Opel Commodore GS\/E with its CS-matching pillarless coup\u00e9 aesthetics and disdain for anything as mundane as dynamics.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] If it were a straight shoot-out between CSL and Capri, it\u2019d be the BMW by a nose for me; but it\u2019s not and for a combined sum some way south of the best example of a CSL I\u2019d be able to have the Escort RS2000 with an Opel chaser. While I appreciate a well\u2011engineered car this would give me both the most involving, and relaxing, driving experiences, kudos aplenty and change in my pocket \u2013 manna from heaven for a petrolhead Scotsman.<\/p>[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section]\n","protected":false},"excerpt":{"rendered":" SPLASH IT ALL OVER!\u00a0From the decade of Brut 33 and lairy touring-car-inspired roadburners we get fast and loose with the bestWords ROSS ALKUREISHIPhotography LAURENS PARSONSClockwise from bottom right \u2013 Ford Capri RS3100, BMW 3.0 CSL, Triumph Dolomite Sprint, Ford Escort RS2000, Opel Commodore GS\/E.As the European Touring Car world moved into a brave new decade, […]<\/p>\n","protected":false},"author":21,"featured_media":1277,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","_lmt_disableupdate":"","_lmt_disable":"","footnotes":""},"categories":[10],"tags":[],"class_list":["post-1198","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-feature"],"acf":[],"modified_by":"kschwarz","_links":{"self":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts\/1198","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/users\/21"}],"replies":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/comments?post=1198"}],"version-history":[{"count":10,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts\/1198\/revisions"}],"predecessor-version":[{"id":1696,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts\/1198\/revisions\/1696"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/media\/1277"}],"wp:attachment":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/media?parent=1198"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/categories?post=1198"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/tags?post=1198"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
Photography LAURENS PARSONS<\/strong><\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.5.jpg” alt=”Ford Capri RS3100, BMW 3.0 CSL, Triumph Dolomite Sprint, Ford Escort RS2000, Opel Commodore GS\/E” title_text=”SPLASH IT ALL OVER!.5″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”]\u00a0Ford Capri RS3100<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Owning a Ford Capri RS3100<\/h4>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.11.jpg” alt=”Wayne Jeffs” title_text=”SPLASH IT ALL OVER!.11″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
1973 Ford Capri RS3100<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Power and torque:<\/strong> 148bhp @ 5000rpm; 187lb ft @ 3000rpm
Transmission:<\/strong> Four-speed manual, rear-wheel drive
Steering:<\/strong> Rack and pinion
Suspension:<\/strong> Front: MacPherson strut, coil springs, anti-roll bar, telescopic dampers. Rear: live axle, half-elliptic leaf springs, telescopic dampers, anti-roll bar
Brakes:<\/strong> Discs front, drums rear with servo
Weight:<\/strong> 2315lb (1050kg)
Performance:<\/strong> 0-60mph: 7.2sec; top speed: 123mph
Fuel consumption:<\/strong> 21mpg
Cost new:<\/strong> \u00a32413
Price from:<\/strong> \u00a320,000-\u00a335,000<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]BMW 3.0 CSL<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Owning a BMW 3.0 CSL<\/h4>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.25.jpg” alt=”Tristan Judge” title_text=”SPLASH IT ALL OVER!.25″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
1973 BMW 3.0 CSL<\/h4>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.24-scaled.jpg” alt=”BMW 3.0 CSL engine” title_text=”SPLASH IT ALL OVER!.24″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Power and torque:<\/strong> 200bhp @ 5500rpm; 195lb ft @ 3700rpm
Transmission:<\/strong> four-speed manual, rear-wheel drive
Steering:<\/strong> Power-assisted worm and roller
Suspension:<\/strong> Front: independent by MacPherson struts, coil springs, telescopic dampers. Rear: independent by semi-trailing arms, coil springs, telescopic dampers
Brakes:<\/strong> Discs front and rear
Weight:<\/strong> 2780lb (1270kg)
Performance:<\/strong> 0-60mph: 7.1sec; top speed: 135mph
Fuel consumption:<\/strong> 18mpg
Cost new:<\/strong> \u00a36399
Price range:<\/strong> \u00a322,000-\u00a350,000<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” hover_enabled=”0″ locked=”off” global_colors_info=”{}” sticky_enabled=”0″]Ford Escort RS2000<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Owning a Ford Escort RS2000<\/h4>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Kerry-Sealey.png” alt=”Kerry Sealey” title_text=”Kerry Sealey” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” custom_padding=”0px|||||” global_colors_info=”{}”]
1974 Ford Escort RS2000<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Power and torque:<\/strong> 100bhp @ 5750rpm; 107lb ft @ 3750rpm
Transmission:<\/strong> Four-speed manual, rear-wheel drive
Steering:<\/strong> Rack and pinion
Suspension:<\/strong> Front: independent by MacPherson strut and double-acting hydraulic shock absorbers, anti-roll bar. Rear: live axle, semi-elliptic leaf springs, radius arms and double-acting telescopic dampers
Brakes:<\/strong> Discs front, drums rear
Weight:<\/strong> 2284lb (1036kg)
Performance:<\/strong> 0-60mph: 9.0sec; top speed: 110mph
Fuel consumption:<\/strong> 28mpg
Cost new:<\/strong> \u00a31964.55
Price range:<\/strong> \u00a312,500-\u00a325,000<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]Triumph Dolomite Sprint<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Owning a Triumph Dolomite Sprint<\/h4>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.12.jpg” alt=”Colin Robertson” title_text=”SPLASH IT ALL OVER!.12″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
1974 Triumph Dolomite Sprint<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Power and torque:<\/strong> 127bhp @ 5700rpm; 124lb ft @ 4500rpm
Transmission:<\/strong> Four-speed manual, rear-wheel drive
Steering:<\/strong> Rack and pinion
Suspension:<\/strong> Front: independent by double wishbones, coil springs, telescopic dampers, anti-roll bar; Rear: live axle, longitudinal lower arms, diagonal upper links, coil springs, telescopic dampers, anti-roll bar
Brakes:<\/strong> Discs front, drums rear, servo-assisted
Weight:<\/strong> 2614lb (1187kg)
Performance:<\/strong> 0-60mph: 8.3sec; top speed: 115mph
Fuel consumption:<\/strong> 23mpg
Cost new:<\/strong> \u00a31739.84
Price range:<\/strong> \u00a32000-\u00a37000<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]Opel Commodore GS\/E<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Owning an Opel Commodore GS\/E<\/h4>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/SPLASH-IT-ALL-OVER.13.jpg” alt=”Simon Downs ” title_text=”SPLASH IT ALL OVER!.13″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
1970 Opel Commodore GS\/E<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Power and torque:<\/strong> 150bhp @ 5800rpm; 145lb ft @ 4500rpm
Transmission:<\/strong> Three-speed automatic (four-speed, this example)
Steering:<\/strong> Recirculating ball
Suspension:<\/strong> Front: wishbones, coil springs, and telescopic dampers. Rear: live axle, coil springs, transverse upper and lower trailing arms
Brakes:<\/strong> Discs front, drums rear, servo-assisted
Weight:<\/strong> 2491lb (1270kg)
Performance:<\/strong> 0-60mph: 11sec; top speed: 121mph
Fuel consumption:<\/strong> 21mpg
Cost new:<\/strong> \u00a31917 (GS)
Price range:<\/strong> \u00a32500-\u00a318,500<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]The CHEQUERED FLAG<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]