Photos: Deven Solanki
NZPC: Hey Reece, what is your history with performance cars?
I’ve always been around cars my whole life, especially spending a lot of time at the dirt track as a child, and our family has been involved in it. I had never really been around rotaries, apart from attending car events, but I’ve always had a sweet spot for them.
Why did you choose the Escort to build?
When I was 15, I got the Escort as my first car. They were cheap, and I thought they looked cool. This particular one was $2000 and completely stock. Funny thing, I never drove the Escort with its factory running gear; only once it was rotary swapped because I was too young to drive it when I got it initially.
What led you down the rotary pathway?
I’ve always liked them! I never planned on putting a rotary into this car; I just got a seed planted one day, and it all happened from there.
Did you have a direction in mind for the build from the beginning, or did it progress over time?
I never really had a solid plan in place to get this car done. Once we started getting into it, I went from wanting to put a built 1600 Crossflow into it, then an injected 2-litre Ford motor, and finally settled on a naturally aspirated 13B. Everything else pretty much happened around that, including upgrading the diff, brakes, etc.
What’s your favourite part of the build and why?
I just like how it’s different. There are a few MK2 Escorts around with rotaries, but it’s not too common.
Do you have any future plans for the car?
I’m going to pull the 13B Bridgeport out and put a 13B peripheral port in it, still leaving it naturally aspirated. I just want it to go a bit harder.
Explain to us in as much detail as you can what it’s like to drive.
It’s pretty interesting to drive with manual brakes and a six-puck clutch. It’s definitely not a daily driver, but it drives well for a car that’s over 40 years old and engine-swapped. It’s still nice to cruise in, and you can still talk to other people in the car when you’re cruising around. Plus, it’s got plenty of power to have fun. I’ve taken it to plenty of events, beat on it all weekend, done skids, grip sessions, and cruising — it’s pretty much a good all-rounder.
What was the most challenging part of the build?
I had little knowledge about rotaries at the start of the build, basically going in blind. I was lucky to meet a few people who passed on a lot of knowledge and help to me. I’d also like to thank Heidi and Paul from Absolute Panel and Paint, Shane from Ape Automotive, Brad from Pukekawa Speed Shop, and all the other boys who helped out on the build.
Cheers for the yarn, Reece!
Year/make/model: 1980 Ford Escort MK2
Engine: S5 RX-7 13B Bridgeport, Unbreakable apex seals, EFI hardware fuel injection, Microtech LT-10C, braided lines and AN fittings throughout, Franklin Engineering multi-rib belt drive, billet CAS cover, billet side mount alternator bracket, Custom Real-Deal radiator, Spal fan, low-rise polished IDA manifold, AEM smart coils, MSD leads, Turbosmart fuel regulator, K&N IDA filter, Davies Craig electric water pump
Driveline: FC3S RX-7 five-speed Gearbox, Toyota Hilux diff
Interior: Autometer gauges, RacePro front seats, new carpet, Grip Royal wood-grain steering wheel
Exterior: Custom copper orange colour made by Paul at Absolute Panel and Paint
Wheels/tyres: Work Equip 03 14×7.5 (+0 offset), 195/45/14 Falken tyres
Suspension/brakes: (F) Custom adjustable suspension (R) adjustable shocks, rebuilt leaves, (F) Wilwood four-pot DynaPro Calipers (R) Nissan disc brakes, Factory calipers, GSS braided brake lines
Power: Unknown
Fuel type: Petrol
Tuner: Shane from Ape Automotive
Name: Reece Elwin
Age: 23
Location: Waikato
Occupation: Plumber/Gas Fitter/Drainlayer
_________________________________________________________________________________________________
This article originally appeared in New Zealand Performance Car issue 307
