Ford Escort RS2000: the rally-bred fast Ford (1973-1980)
At a glance
- Years
- 1973-1980
- Body styles
- Two-door saloon
- Drivetrain
- Front engine, rear-wheel drive
- Engines
- 1993cc Pinto OHC four
- Power
- Around 100-110 bhp
- Top speed
- Around 110 mph
- Trim levels
- Mk1 RS2000 (1973-74); Mk2 RS2000 and Custom (1976-80, droop-snoot nose)
- Production
- Built by Ford's Advanced Vehicle Operations and at Saarlouis; the Mk1 in small numbers, the Mk2 in larger
- Assembly
- Aveley (Mk1, AVO) and Saarlouis, Germany
- Designer
- Ford Advanced Vehicle Operations
- Values
- Project around £15,000-£25,000; good £30,000-£50,000; excellent £55,000-£85,000 (Mk1 cars and originals lead)
- The look
- The Mk2's polyurethane droop-snoot nose is one of the most recognisable faces in fast-Ford history
- Motorsport
- The rear-drive Escort was one of the most successful rally cars of its era
The rear-wheel-drive Ford Escort is one of the most loved performance cars Britain ever produced, and the RS2000 was its road-going hero. Light, simple and torquey, with a 2.0-litre engine in a small two-door shell, it took the Escort’s rally-bred reputation and put it on the driveway. In Mk2 form, with its sloping droop-snoot nose, it became one of the defining fast Fords.
Today the RS2000 is among the most desirable and valuable of all classic Escorts, a car whose values have climbed as hard as it once cornered.
Two generations, one legend
The RS2000 came in two distinct forms. The Mk1 (1973-74) was built in relatively small numbers by Ford’s Advanced Vehicle Operations at Aveley, dropping the 2.0-litre Pinto engine into the rounded first-generation Escort shell. It is the rarer and, generally, the more valuable car.
The Mk2 (1976-80) used the squarer second-generation Escort and added the feature everyone remembers: a sloping polyurethane front end, the droop snoot, which sharpened the aerodynamics and gave the car its instantly recognisable face. More were built, including the well-equipped Custom, and it is the Mk2 that most people picture when they think of an RS2000. With Aveley closed by 1976, the Mk2 was built at Saarlouis in Germany, which is part of why the Mk1’s AVO provenance carries the collector premium it does.
On the stages
The road car’s swagger was earned. Works rear-drive Escorts won the RAC Rally eight years running through the 1970s and took the World Rally Championship drivers’ title in 1979, and at club level the RS2000 was the default weapon of the privateer: affordable, strong and endlessly fixable. Few performance cars have had their image underwritten so directly by results, and the recipe was so effective that rear-drive Escorts still dominate historic stage rallying today, with modern continuation builds trading on the same shape and the same legend. Values follow accordingly: a car with genuine period competition history will out-price an equivalent road car comfortably, and the droop-snoot panels and other RS-specific parts are the ones to check for condition and availability before you commit to any project.
Rally bred
The RS2000’s status rests on the competition record of the rear-drive Escort, one of the most successful rally cars of its era. The road cars carried that glamour directly: the same basic recipe of light weight, rear-wheel drive and a strong, tunable engine that made the Escort a giant-killer in the forests. For buyers in period it was an affordable slice of that success, and that link to motorsport is central to why the car is so prized now.
What it is like to own
Mechanically the RS2000 is simple and tough. The Pinto engine is a familiar, hard-wearing Ford unit with excellent parts support, and the rear-drive Escort running gear is well understood and superbly catered for by the specialists. That makes the car straightforward to maintain and restore, despite its value.
The challenge is rarely mechanical and almost always about the body and the car’s identity. To drive, the RS2000 is exactly what its reputation promises: light, eager, throttle-adjustable and huge fun, a proper old-school rear-drive performance car. In practice most owners keep them garaged on agreed-value policies and bring them out for high days, club runs and shows, which is also how so many have stayed so original; the RS club scene is among the strongest in the classic-Ford world and the best first stop for history checks before a purchase.
Buying guide: what to look for
Rust and identity are the two big issues. Check the floors, sills and inner sills, the front wings and inner wings, the rear arches, the chassis legs, the suspension mounts and the boot floor; fast Escorts rot, and many have had hard lives. Because values are now high, cloning and ringing are real risks, so verify the car’s identity rigorously: matching numbers, a credible history, and confirmation it is a genuine RS2000 rather than a converted lesser Escort.
A standard, original, well-documented car is worth far more than a faster modified one. Specialist inspection is money well spent at these prices.
Current value and where it sits
A project RS2000 sits broadly around £15,000 to £25,000, a good usable car around £30,000 to £50,000, and an excellent example around £55,000 to £85,000, with genuine Mk1 cars and the best original Mk2s beyond. Alongside its simpler, cheaper stablemate the Escort Mexico, the rear-drive fast Escort has become one of the most sought-after names in classic Ford collecting. For the era, see British classic cars of the 1970s. For where the RS2000 sits across the six generations of the Ford Escort, see the model overview.
More photos
