Road Test 23/70 Ford Executive

The off-the-shelf personalised car-if you'll accept the contradiction in terms-is gaining popularity on the British motoring scene. Rootes joined the game with the Avenger, but the credit for fully exploiting it must go to Ford with their Capri custom packs and F versions of the Mark IV, Corsair and Cortina. Only the Mark IV E, however, gets the full Executive title. For Ł1846, the most expensive saloon in the Ford line-up, you get such a very fully equipped car that there is very little even the most fanatical accessory enthusiast could add.
The Mark IV range brought out in 1966 inherited only model names from its predecessor. It broke new ground for Ford of Britain with all-round independent suspension; their familiar MacPherson struts at the front, semi-trailing arms with coil springs (ingeniously mounted to accommodate fixed length drive shafts) at the rear. We said in our road test of the Zodiac (April 23, 1966) that the suspension had shortcomings when driving quickly because the nose-heavy weight distribution and a high rear roll centre gave too much weight transfer at the back and produced a jacking effect, characteristic of swing axle geometry.

In October 1967 a Mark Two version was announced incorporating, along with a number of other detail improvements, larger wheels and modified suspension geometry with more negative camber at the rear. Certainly the Zephyr V6 we tested in 1968 (August 10) had much improved handling but with the 2.5 litre V6, instead of the Zodiac's 3-litres, we thought it rather gutless.

At the bottom of the range the Mark IV is virtually unrivalled in terms of metal-for-money, the 2-litre V4 Zephyr selling for Ł1071. At the top the Executive faces direct competition from the Austin 3-litre, Vauxhall Viscount and several Continental imports. Rootes have not had a car in this sector of the market since the demise of the large Humbers and we wonder whether the Mark IV's replacement will be such a large car. Perhaps Ford's product planners were too strongly influenced by the parent company when the Mark IV was conceived.
Its size makes it rather unwieldy on our crowded roads-the BLMC 1800 manages to package similar interior dimensions into a smaller and more manageable car.

Nevertheless, the Executive looks imposing (or perhaps pretentious) with spacious accommodation; leather upholstery; genuine wood cappings on the doors and instrument panel; an impressive array of instruments and switches; a radio; sliding roof, heated rear window; and wing mirrors-all in the standard specification.
The car behaves quite well but it still has limitations when extended. Performance is a bit disappointing with a maximum speed of only 95.4 mph and 0-50 mph in 9.3s; the manual Zodiac recorded 102.5 mph and 7.5s respectively. Smooth automatic transmission is standard in the Executive.

Performance and Economy
The engine started promptly when cold. Flooring the throttle and releasing it gently sets the automatic choke which makes the engine idle at around 1200 rpm until normal running temperature has been reached. The choke was reluctant to cut out on one of the two cars we tried - the heater delivered warm air some time before the engine idle returned to its normal 600-700 rpm. However, a quick dab on the throttle after two or miles usually reduced the idling speed, suggesting some stickiness in the linkage-a common problem.
The engine pulled without hesitation from cold, but the fast idle caused the car to creep rather quickly. With an 8.9:1 compression ratio we used four star fuel and could detect no pinking, though the engine developed a curious "tinkle" when accelerating through 1500 rpm. This was also apparent on the second Executive at 2000 rpm.

The 3-litre V6 Essex engine is not very highly stressed, producing 136 bhp DIN at 4750 rpm and maximum torque of 181.5 lb. ft. at 3000 rpm. Above 5000 rpm the engine becomes rough and obtrusively noisy but as the automatic changes up at 4500 - 4900 on full throttle, you don't often notice this shortcoming.

Using the selector to hold first and intermediate gears at 5100 did not improve the acceleration times, so presumably the engine's breathing is none too efficient. Our maximum speed, timed over a lap of the MIRA banked track, of 95.4 is not very fast. Even downhill the car would not exceed 100 mph. (The Mark IV range suffers from a rather high drag coefficient of 0.47, probably due to its slab front.) In compensation, the maximum is reached fairly rapidly-witness our best maximile of 94.8 mph.
Acceleration from low speed is fairly brisk, with a 0 -50 mph time of 9.3s but, on the road, where acceleration from 50mph is useful for getting past a stream of traffic, the car has little in reserve even when using the kickdown. Our 50-70 mph time of 9.4s compares poorly with the 6.5s of the manual Zodiac in third gear. Most people, however, will probably find the performance quite adequate and should obtain a fuel consumption of 18-21 mpg.

Transmission
The Executive uses the Borg Warner 35 three-speed gearbox and a torque converter which allows an easy start on the 1 in 3 test hill. The stiff but well placed tunnel-mounted selector works in a gate marked PRND 2 and 1.
We would have preferred a more positive indication of the selector position, particularly at night.

Engaging D from rest should produce a barely discernible jolt, though the first Executive we tried gave a pronounced lurch, particularly when the engine was cold and idling above its normal speed. Smooth take-offs were also easier to achieve in the second car-the throttle of the first was very sensitive in its initial movement, which made creeping in traffic rather tricky. Once away, however, changes up the box, even on full throttle, were commendably smooth on both cars. On part throttle the changes came at around 25 and 35 mph, with foot floored at 37 and 62 mph (4500 rpm).

Some thought the kickdown too fierce-at any speed over 40 mph the downward change into. intermediate produced a jolt and the resulting roar from the engine as the revs rose discouraged use of the kickdown. However, as the engine has excellent low-speed torque there is little need to use the kickdown. Around town, part throttle down changes were unpredictable; this was particularly noticeable on right-angle turns when the gearbox would sometimes change in the middle of the turn, at others as the car accelerated away. Using the manual override to select a lower gear when, say, entering a roundabout, the downward change is very smooth.
Most owners will probably be content to leave the selector in D and let the automatic do the work smoothly and unobtrusively on its own. The gearbox and back axle were both quiet. An optional four-speed manual transmission with overdrive costs Ł45 less.

Handling and Brakes
Power steering ensures that the Executive is light to manoeuvre but the gearing (4.2 turns from lock to lock) is too low. One-and-a-half turns of the safety wheel are required to scribe a 50 ft. circle and this means a lot of wheel-whirling around town. Even so, the steering is fairly accurate and some resistance gives an impression of road feel. The steering of one car had more resistance than the other, neither gave much increase in effort as the cornering speed increased; this is usually a fair indication of the degree of feel given by a power steering system.

Wet or dry the Executive clings on remarkably well, helped no doubt by its fat 185 x 15 Goodyear G800 tyres. Unfortunately they squeal too readily and the body rolls a lot so brisk cornering is discouraged. The car wallows on entering a tight corner, which is rather uncomfortable for the passengers, but then stays on line with initial understeer changing to a gentle tail slide on the limit. Lifting off in mid corner had no dramatic effect on the car's line so evidently the earlier jacking effect has been eliminated by the revised rear suspension and larger wheels.
The nose-heavy weight distribution, 57/43 front /rear, still exaggerates understeer but on main roads deceptively high average speeds are easily maintained, with the car holding the chosen line through fast open bends.
Not the best of cars for quick town journeys, though, as its size and ponderous behaviour are not conducive to quick lane changes.
Pedal pressure for the servo-assisted disc brakes (on all four wheels) rose from 20 to 26lb. in our fade test. The servo is very sensitive so only a slight increase in pressure can lock the wheels. With a delicate touch, though, the brakes are very reassuring and we achieved 0.98 g with a pedal pressure of 8Olb.
The under-facia pull-out handbrake would not hold the car on the 1 in 3 hill-possibly with the handbrake better adjusted it would, since one wheel locked and slid down the concrete surface of the hill, while the other roiled. The handbrake's 0.3 g could also probably be improved. A really good soaking in the water splash had little effect on the brakes.

Comfort and Controls
For a large car weighing 27cwt we were not very impressed with the low-speed ride, particularly over small bumps which
produced a joggling motion in the body reminiscent of scuttle shake. This vibration is transmitted to the passengers through the seat rather than the body. However the Executive floats over long wave length irregularities with commendable ease, only a slight side to side motion of the bonnet and occasional rolling of the body indicating the workiags of the suspension.
The leather-covered seats came in for unanimous criticism. They look impressive but offer no lateral support-perhaps with the optional cloth covering they might hold the occupants better. Poor support combined with lots of body roll means that passengers are thrown about even at low cornering speeds. Armchair seats like this are not suitable for cars, and the money spent on making them look impressive would be better spent providing them with more lateral and lumbar support. Ample leg room front and rear means that the chauffeur-driven executive will not be cramped, but because of the lack of side support most front-seat passengers preferred to have the seat well forward so they could brace their feet against the bulkhead.
The driving position is good; it needs to be with such a large bonnet. The steering wheel is adjustable for rake (there is a locking lever to the right of the column under the dashboard) but with the wheel in its near vertical position there is not a lot of clearance between the driver's thighs and the steering wheel rim. The organ throttle and large brake pedal are well placed and come complete with unnecessary chrome trimmings.

Minor controls are not so well laid out; their arrangement is probably more due to marketing requirements for an impressive array of switches than to engineering/ergonomic considerations. With the steering wheel in its straight ahead position the row of switches to its right and below the facia are neatly obscured by the horizontal spoke, so to operate the correct switch, the driver has to peer round the side of the wheel.
Most of the auxiliaries are controlled from this panel, including the smeary two-speed wipers and electric washers, which on one of the cars we tried were "dribblers" and on the other gave a useful jet of water. The right-hand stalk operates the horn, and flashes the lights.
Unlike most other current Fords the dipswitch is on the floor and this brings on all four headlamps which can be supplemented by the auxiliary tungsten spot and fog lamps (standard in the Executive specification); the auxiliaries are operated by a single switch. With everything on there is a good spread of light.
Reversing lights are operated automatically by the gear selector. Rear visibility however is not very good and the rear corners of the car cannot be seen from the driving seat; blind rear three-quarters makes filtering into a traffic stream rather fraught though this shortcoming is compensated for by the wing mirrors which can be used truck-driver style for reversing. The day /night interior mirror does not provide such good visibility due to its rather odd shape.
As we have come to expect from Ford the heating and ventilation are first rate. Different combinations of the facia mounted and easy to understand heater controls give cold, warm or hot air to the feet, the same temperature variations to the screen, and whatever the other settings variable amounts of cool air to the face from the well-sited eyeball vents at the ends of the facia. A noisy two-speed fan supplements the ram flow in traffic. A heated rear-window (an alternator is fitted to cope with the supply) ensures a clear rear window.

If engine noise at high revs is not one of the Executive's strong points then lack of road noise certainly is. There is very little radial thump from the wide tyres and only subdued bangs from the suspension over bad surfaces. This unfortunately tends to focus attention on the excessive wind noise which comes from the guttering round the screen, spoiling the otherwise extremely quiet and effortless high-speed cruising; some instability in cross-winds mars high-speed driving too.

Fittings and Furniture

The appointments of this big Ford are fully in keeping with its title. The comprehensive array of instruments is well sited in the driver's line of vision; unfortunately the glasses are at such an angle that the rear window is reflected in the face of the instruments, which makes the accurate speedometer difficult to read. The matching tachometer is of academic interest and most owners will find no use for it.
None of our staff liked the chrome surrounds to the instruments; others disliked the walnut facia insert and door cappings though we appreciate that many people like this kind of embellishment.

Mounted each side of the instrument panel are two large knobs; that on the left is a cigar lighter, the other is a rheostat for the instrument illumination which also operates the front interior light. There are also courtesy switches on the front doors.
The rear compartment is lit by two small lights integral with the grab handles (with magnifying inserts presumably for reading) which are operated both by courtesy switches on the rear doors and small switches on the door pillars.
Fumbly door lock catches lie flush with the walnut cappings when depressed and lifting them to unlock the doors is a nail-breaking exercise. All door locks can be child-proofed, however, and we liked the interior door handles which lie within cavities in the door panel.
The sliding steel roof, operated by a handle just above the screen, is draught free and produced no internal buffeting provided it was not fully opened. Even when ajar, however, it was not possible to listen to the Ford radio, even with the balance control adjusted to give full volume to the front speaker.This is mounted on the front face of a central console, whose rear-hinged lid is difficult to open.
Other stowage space is provided by a large lockable drop-down glove locker and a map pocket to the right of the driver's feet.
A shelf behind the rear seats can also accommodate other items.

Both the Executives we tried were finished in Aubergine - one had colour-keyed trim, and the other the alternative black which we thought much improved the car's interior.
Full carpeting and door panels trimmed in a pale shade of purple are not to our taste.
The inertia reel belts are easy to use with the reservation that the short section tended to get lost behind the front seats.
The enormous carpeted and illuminated boot took 13.1 cu. ft. of our test luggage.