As far as engine size goes there are three models of the Ford MKlV. The biggest capacity Executive (also available as the cheaper Zodiac) has a 3-litre V6 and in the middle comes the 2.5 litre V6. At the bottom is the Zephyr V4, an economy big car with 2-litre Corsair engine. Putting relatively small engines in big bodies does not usually make the best sort of motor car from anybody’s point of view. Even if you drive with economy foremost in mind, you are likely to be disappointed as the small motor has to work much harder to move the car, and sometimes that uses more petrol. Despite all this, it is remarkable what this under-engined car- 88bhp for nearly a ton and a half laden - can do.

Comparing performance figures with those for the Zephyr V6, the V4 takes 3.1 sec longer to reach 60 mph (17.7sec) and 16 sec longer to reach 80 mph (44.7 sec). Up to 60 mph the Zephyr V4 can only just beat the Cortina 1300 (18.2 sec) and falls a long way behind the more expensive Corsair 2000 (13.5 sec). Overall fuel consumption during the 1,200-mile test period was 21.1 mpg (compared with 19.4 for the Zephyr V6), but we found it possible to obtain 25 mph on a typical touring country run. The 95-mph mean maximum speed is surprisingly high, all things considered, and suggests that that uncomprisingly non- aerodynamic looking shape may not be as inefficient as it seems.

Highest cruising speed is about 80 mph, which can be maintained up most motorway slopes. As well as a lot of motor car, the Zephyr also inherits a really useful-sized fuel tank from it’s big brothers – 15 gallons – which gives a range of about 300 miles. Like the Cortina, the Zephyr at speed suffer too much wind noise from around the fixed quarter lights and back edges of the front doors. Towards maximum revs in 2^nd, 3^rd and top the gearlever chatters: this can be quelled with one’s hand. Engine noise is acceptable unless one is accelerating hard.

Unusually for a contemporary Ford, we found that changing into 2^nd and reverse gears was sometimes difficult and indefinite. As performance figures show, the Zephyr is low geared which suits the large load carrying capacity of which the car is capable. IN ordinary use one tends to ignore bottom and start off in 2^nd. Too many revs on starting from rest in 1^st or 2^nd produced clutch judder; we learnt to avoid this on the flat but it could not be prevented during a hill start. At all other times, as on most cars with low power- to-weight ratios, it is very easy to drive the Zephyr smoothly, like a good chauffeur.

When the Escort was announced, Ford excused the lack of independent rear suspension by saying that, among other things, it was too noisy. It is interesting to note that they had already destroyed that argument by producing this inexpensive fully independent design which is very quiet in spite of fitted with radial-ply tyres as standard. It also provides a comfortable ride, in a swooping, soft sort of way.

Since our criticisms of heavy steering on the original Zephyr V6, the ratio has been lowered so there are now 6.4 turns for a 38ft lock instead of 5.5. It lacks precision now with a vague, rubbery feel. There is nearly 1.5 inch of free play at the wheel rim in the straight-ahead position and then some "squodge" beyond that. Taking a simple bend (that is, one that doesn’t change from left to right halfway through) even at moderate speeds, one has noticeably to anticipate it by beginning to turn the wheel earlier than usual. This is no problem unless one arrives suddenly at a more complicated situation involving an unexpected swerve or change of lock. At such moments, "slow" steering, even with good self centring such as on this, can be untidy at best and often embarrassing. Straight-ahead stability is good until a breeze gets up, which the Zephyr notices and dislikes, or until a fast uneven road when there is some slight wandering.

Initially there is a lot of understeer, which increases with cornering speed. As one corners faster the back wheels begin to tuck under until at the limit on a closed track we found the inside one lifted off the road under extreme roll. Normally the behaviour is reasonable, there being insufficient power to unstick the back end.

Brakes are nearly free from fade and are light and powerful, giving 1 g braking for 90lb pedal load with all wheels on the point of locking. The handbrake is the umbrella typ, not ideal to use but it did hold on the 1-in-3 hill.

Not only in outside appearance is the Zephyr a somewhat half-hearted take-off of it’s American cousins. Behind the big false nose one sits in a large comfortable seat close to the steering wheel, driving more form ones elbows than the shoulders. There is a small vertical adjustment for steering column height – a welcome feature.

Pedals are well placed, the big organ treadle of the accelerator being especially so. Shorter staff members thought the seating position a bit low which makes the wheel rim seem too high and the square bonnet even longer.

Instruments are clear and the Zephyr is an example to some other manufacturers on how to make finding the right switch easy at night-every one has a green -glowing label- eerie but very effective. Getting into front or back seats, one is aware that this is an unusually roomy car for five people, or six at a squash. As is generally acknowledged, in one respect the Zephyr beats all non-air-conditioned American cars-ventilation and heating. The fact the quarter- lights are fixed does not matter except perhaps in tropical countries because, unlike most of Ford’s European copiers, the Aeroflow ventilation system has enough capacity to give a good throughput even at low speeds. It was always cool driving the Ford, even on the hot days during the test period.

One or two petty economies betray the fact that you don’t get everything for £942 (Including delivery charges) in Great Britain. There’s no trip mileometer and the horn I-perhaps hooter is a better word-makes people look for an impudent van, not a big saloon. Nevertheless, the Zephyr V4 represents a great deal of car for your money even if you don’t get as much engine.