Few Fords carry the same sort of street-level legend status as the Escort RS Turbo Series 2. Built during the late Mk4 Escort era, the Series 2 kept the turbocharged RS badge alive and has become a proper cult favourite among fast Ford fans. Chris Rose’s example is exactly the kind of car that reminds us why these things still matter. It’s got all the right ingredients: period attitude, a proper old-school Ford feel, huge road presence and just enough modern engineering underneath to make it properly exciting. But what really makes this one special is the story.
Chris has owned the car since 2008. Back then it was the sort of thing you’d see out at local cruises and car meets, doing the usual rounds and living the life of a well-used fast Ford. Then the rust crept in, the ideas started flowing, and the project evolved into something far more serious.
A build that refused to die
Originally, the car kept fairly close to standard form for a few years before the modding began. One of the first upgrades was a fifth injector setup on the original 1.9-litre CVH-based package, which helped push it to around 230bhp. But after a bit of straight-line abuse, the engine let go in spectacular fashion. At that point, Chris made the decision that changed the whole car: ditch the old setup and go with a 2.0-litre turbo Zetec blacktop.
That kicked off the first major build. The car came off the road for years while Chris handled the spanner work himself, drawing on more than two decades of body repair, crash repair, welding and fabrication experience from his day job as a bus engineer. This wasn’t a case of bolting on a few shiny bits and hoping for the best. It was a proper long-term rebuild.
Then came the nightmare.
The theft that nearly killed the project
There’s no dressing it up — getting your pride and joy stolen is the sort of thing that makes you question why you bother. In Chris’s case, the car disappeared from his garage and was later found after a social-media appeal. The relief of getting it back didn’t last long.
The shell had been badly abused. Identification numbers had been ground out, the floor had been cut, the rear end was damaged, panels were scratched and the engine was completely wiped out. The whole thing was effectively binned. After spending years bringing the car back once already, Chris was staring down the barrel of doing the whole lot again.
And somehow, he did.
That second rebuild is arguably what makes the car what it is today. Rather than patching it up and moving on, he went back in properly. The shell was repaired, the bodywork redone, the rear end pulled back into shape and the whole car refinished. The motor was rebuilt by CTM in Dagenham, and the rest of the package was refreshed and improved around it.
By 2021, the Escort was back on the road. Same car, same owner, same obsession — just with more battle scars and a better spec.
Zetec turbo power in a classic Ford shell
Why the Zetec swap changed everything
If you’re chasing proper power in a classic Ford without living in constant fear of windowing a block, a Zetec turbo swap makes a lot of sense. Chris moved away from the CVH route and into 2.0-litre blacktop Zetec territory, using a Focus-sourced engine with a few smart changes to make it suit the build.
The rocker cover, for example, is a silver-top item rather than the standard plastic blacktop cover, simply because it allowed for cleaner breather modifications and looked a lot less cheap in the bay. It’s that kind of thinking that defines the whole project — practical, purposeful and still bothered about how everything looks.
Garrett turbo, forged internals and custom fabrication
The engine spec is exactly what you’d hope to find in a serious old-school Ford build. There’s a Garrett GT2876R roller-bearing turbo, forged pistons, Eagle rods, custom tanks and a fabricated plenum setup. The manifold came from the States, the tanks were made by Greenon Engineering, and the plenum came from Crazy Cage Fabrications.
It all sits in a beautifully detailed engine bay finished in crackle black and matched with carefully chosen touches that make the whole thing feel cohesive without looking overdone. The powder-coated details, fabricated parts and general finish give it a proper pro-level look, but crucially it still feels like a car that gets used rather than one that lives under a duvet and a dehumidifier.
Nearly 400bhp, with room to evolve
On the dyno, the car is making just under 400bhp, which in something this light is more than enough to keep life interesting. Chris admits there’s more to come if he wants it — bigger turbo, bigger injectors and updated management are all on the horizon — but he’s also refreshingly honest about the fact that chasing bigger numbers can become a bit pointless.
And he’s probably right. There’s a point where pub-spec horsepower chat stops making the car any better. In an Escort weighing around 850kg, this sort of output is already properly rowdy.
Custom engine bay and clever airflow tweaks
Crackle-black finish and fabricated details
The bay itself deserves its own spotlight. It’s one of those engine compartments that immediately tells you the owner cares. The finish is clean without being sterile, and every part feels considered. The crackle-black powder coat adds texture and contrast, while the custom tanks and neat pipework help everything look factory-plus rather than cobbled together.
That matters on a build like this, because an Escort RS Turbo can very easily end up looking like a parts catalogue exploded under the bonnet. Chris has avoided that trap. It looks tough, tidy and consistent.
Carbon bonnet and Morette front end
There are some smart functional touches too. The carbon bonnet survived the theft saga, although it needed refinishing after being found dumped upside down in a yard. The same went for the carbon roof and bootlid, which all help trim weight from the shell.
At the front, the car wears Morette headlights, and Chris has removed the inner lamps to improve airflow to the turbo setup. It’s not a massive power adder in isolation, but it’s exactly the sort of practical old-school tweak that suits a car like this.
The gearbox is an Escort RS2000 unit, and although the build suffered some early clutch-related headaches, a rebuild and switch to a TTV Racing clutch package seem to have sorted that out nicely.
Full custom interior with proper old-school flavour
Flocked trim, full cage and handmade panels
Inside, the car strikes a nice balance between stripped-out aggression and period flavour. The original flocked parts from the first build were damaged, so the interior was reworked with help from Frank Flock. Chris also made the door cards himself, which is the sort of detail we always appreciate because it tells you this isn’t just a catalogue car.
The full roll cage replaces the old half-cage arrangement and brings a much more serious feel to the cabin. Finished to match the wheels, it ties the whole interior together visually and gives the Escort a proper competition edge without losing the charm of the original shape.
White-dial gauges and zero interest in a stereo
There’s a strong old-school modified vibe in here too. White-face Lockwood dials, additional gauges, a straightforward boost control switch and no stereo whatsoever. Chris’s view is simple: he didn’t build the car to listen to the radio. He built it to hear the engine.
Fair play, really.
That attitude runs right through the car. It’s functional, focused and built by someone who knows exactly what they enjoy. Yes, there are modern touches like the management and air-fuel gauge, but the whole thing still feels like an Escort RS Turbo should — raw, a little bit lairy and absolutely not interested in creature comforts.
Chassis, brakes and weight reduction
AP Racing brakes and Gaz coilovers
The underpinnings have had just as much attention as the shell and drivetrain. The floor has been fully restored and painted body colour, the suspension components have been blasted and powder-coated, and the bushes are all upgraded SuperPro items.
The braking setup is especially tasty, with 330mm AP Racing six-pot brakes up front. Chris rates them highly, and with nearly 400bhp on tap, that seems sensible. Underneath it all sit Gaz coilovers, giving the car the sort of stance and control you’d expect from a properly sorted modernised Ford.
16-inch wheels, Michelins and a sensible approach
One thing Chris is clear on is wheel size. He doesn’t like 17s on a Mk4 Escort, and reckons 15s are too small for this setup. That leaves 16-inch fitment as the sweet spot, which sounds about right. They clear the brakes, keep the proportions in check and help the car sit just so.
Tyres are Michelin Pilot Sport 3s, which are a strong choice for a fast road build that actually gets driven.
Why 850kg still matters
Weight reduction has played a big part in the car’s personality. The roof skin was cut and replaced with carbon, the sunroof tray and drain setup were deleted, the bootlid is carbon, the rear seats are gone, the glass is gone, and the electric window mechanisms have all been removed and sealed up.
The result is a car that Chris reckons weighs around 850kg. Pair that with nearly 400bhp and, well, yes — it shifts.
Future plans for the Escort RS Turbo
Chris says the body and interior are where he wants them for now, but like any proper project car, it’s never really finished. The next likely steps are upgraded management, larger injectors and more engine development.
Security is naturally a huge focus now too. After what happened, the car now runs a tracker, steering locks and a Clifford alarm system. Grim that it’s necessary, but entirely understandable.
Why this modified Escort RS Turbo matters
What makes this car special isn’t just the spec list. It’s the resilience. Lots of people start a big build. Fewer finish one. Fewer still rebuild it after it’s been stolen, trashed and left for dead.
Chris’s modified Escort RS Turbo works because it combines the right old-school ingredients with just enough modern engineering to make it genuinely sharp. It looks hard, goes properly well, sounds like it means business and still carries the spirit of the fast Ford scene that made these cars icons in the first place.
And if we’re honest, that’s exactly what a Build Masters feature should be.
Chris Rose’s example is exactly the kind of car that reminds us why these things still matter. It’s got all the right ingredients: period attitude, a proper old-school Ford feel, huge road presence and just enough modern engineering underneath to make it properly exciting. But what really makes this one special is the story.
Chris has owned the car since 2008. Back then it was the sort of thing you’d see out at local cruises and car meets, doing the usual rounds and living the life of a well-used fast Ford. Then the rust crept in, the ideas started flowing, and the project evolved into something far more serious.
A build that refused to die
Originally, the car kept fairly close to standard form for a few years before the modding began. One of the first upgrades was a fifth injector setup on the original 1.9-litre CVH-based package, which helped push it to around 230bhp. But after a bit of straight-line abuse, the engine let go in spectacular fashion. At that point, Chris made the decision that changed the whole car: ditch the old setup and go with a 2.0-litre turbo Zetec blacktop.
That kicked off the first major build. The car came off the road for years while Chris handled the spanner work himself, drawing on more than two decades of body repair, crash repair, welding and fabrication experience from his day job as a bus engineer. This wasn’t a case of bolting on a few shiny bits and hoping for the best. It was a proper long-term rebuild.
Then came the nightmare.
The theft that nearly killed the project
There’s no dressing it up — getting your pride and joy stolen is the sort of thing that makes you question why you bother. In Chris’s case, the car disappeared from his garage and was later found after a social-media appeal. The relief of getting it back didn’t last long.
The shell had been badly abused. Identification numbers had been ground out, the floor had been cut, the rear end was damaged, panels were scratched and the engine was completely wiped out. The whole thing was effectively binned. After spending years bringing the car back once already, Chris was staring down the barrel of doing the whole lot again.
And somehow, he did.
That second rebuild is arguably what makes the car what it is today. Rather than patching it up and moving on, he went back in properly. The shell was repaired, the bodywork redone, the rear end pulled back into shape and the whole car refinished. The motor was rebuilt by CTM in Dagenham, and the rest of the package was refreshed and improved around it.
By 2021, the Escort was back on the road. Same car, same owner, same obsession — just with more battle scars and a better spec.
Zetec turbo power in a classic Ford shell
Why the Zetec swap changed everything
If you’re chasing proper power in a classic Ford without living in constant fear of windowing a block, a Zetec turbo swap makes a lot of sense. Chris moved away from the CVH route and into 2.0-litre blacktop Zetec territory, using a Focus-sourced engine with a few smart changes to make it suit the build.
The rocker cover, for example, is a silver-top item rather than the standard plastic blacktop cover, simply because it allowed for cleaner breather modifications and looked a lot less cheap in the bay. It’s that kind of thinking that defines the whole project — practical, purposeful and still bothered about how everything looks.
Garrett turbo, forged internals and custom fabrication
The engine spec is exactly what you’d hope to find in a serious old-school Ford build. There’s a Garrett GT2876R roller-bearing turbo, forged pistons, Eagle rods, custom tanks and a fabricated plenum setup. The manifold came from the States, the tanks were made by Greenon Engineering, and the plenum came from Crazy Cage Fabrications.
It all sits in a beautifully detailed engine bay finished in crackle black and matched with carefully chosen touches that make the whole thing feel cohesive without looking overdone. The powder-coated details, fabricated parts and general finish give it a proper pro-level look, but crucially it still feels like a car that gets used rather than one that lives under a duvet and a dehumidifier.
Nearly 400bhp, with room to evolve
On the dyno, the car is making just under 400bhp, which in something this light is more than enough to keep life interesting. Chris admits there’s more to come if he wants it — bigger turbo, bigger injectors and updated management are all on the horizon — but he’s also refreshingly honest about the fact that chasing bigger numbers can become a bit pointless.
And he’s probably right. There’s a point where pub-spec horsepower chat stops making the car any better. In an Escort weighing around 850kg, this sort of output is already properly rowdy.
Custom engine bay and clever airflow tweaks
Crackle-black finish and fabricated details
The bay itself deserves its own spotlight. It’s one of those engine compartments that immediately tells you the owner cares. The finish is clean without being sterile, and every part feels considered. The crackle-black powder coat adds texture and contrast, while the custom tanks and neat pipework help everything look factory-plus rather than cobbled together.
That matters on a build like this, because an Escort RS Turbo can very easily end up looking like a parts catalogue exploded under the bonnet. Chris has avoided that trap. It looks tough, tidy and consistent.
Carbon bonnet and Morette front end
There are some smart functional touches too. The carbon bonnet survived the theft saga, although it needed refinishing after being found dumped upside down in a yard. The same went for the carbon roof and bootlid, which all help trim weight from the shell.
At the front, the car wears Morette headlights, and Chris has removed the inner lamps to improve airflow to the turbo setup. It’s not a massive power adder in isolation, but it’s exactly the sort of practical old-school tweak that suits a car like this.
The gearbox is an Escort RS2000 unit, and although the build suffered some early clutch-related headaches, a rebuild and switch to a TTV Racing clutch package seem to have sorted that out nicely.
Full custom interior with proper old-school flavour
Flocked trim, full cage and handmade panels
Inside, the car strikes a nice balance between stripped-out aggression and period flavour. The original flocked parts from the first build were damaged, so the interior was reworked with help from Frank Flock. Chris also made the door cards himself, which is the sort of detail we always appreciate because it tells you this isn’t just a catalogue car.
The full roll cage replaces the old half-cage arrangement and brings a much more serious feel to the cabin. Finished to match the wheels, it ties the whole interior together visually and gives the Escort a proper competition edge without losing the charm of the original shape.
White-dial gauges and zero interest in a stereo
There’s a strong old-school modified vibe in here too. White-face Lockwood dials, additional gauges, a straightforward boost control switch and no stereo whatsoever. Chris’s view is simple: he didn’t build the car to listen to the radio. He built it to hear the engine.
Fair play, really.
That attitude runs right through the car. It’s functional, focused and built by someone who knows exactly what they enjoy. Yes, there are modern touches like the management and air-fuel gauge, but the whole thing still feels like an Escort RS Turbo should — raw, a little bit lairy and absolutely not interested in creature comforts.
Chassis, brakes and weight reduction
AP Racing brakes and Gaz coilovers
The underpinnings have had just as much attention as the shell and drivetrain. The floor has been fully restored and painted body colour, the suspension components have been blasted and powder-coated, and the bushes are all upgraded SuperPro items.
The braking setup is especially tasty, with 330mm AP Racing six-pot brakes up front. Chris rates them highly, and with nearly 400bhp on tap, that seems sensible. Underneath it all sit Gaz coilovers, giving the car the sort of stance and control you’d expect from a properly sorted modernised Ford.
16-inch wheels, Michelins and a sensible approach
One thing Chris is clear on is wheel size. He doesn’t like 17s on a Mk4 Escort, and reckons 15s are too small for this setup. That leaves 16-inch fitment as the sweet spot, which sounds about right. They clear the brakes, keep the proportions in check and help the car sit just so.
Tyres are Michelin Pilot Sport 3s, which are a strong choice for a fast road build that actually gets driven.
Why 850kg still matters
Weight reduction has played a big part in the car’s personality. The roof skin was cut and replaced with carbon, the sunroof tray and drain setup were deleted, the bootlid is carbon, the rear seats are gone, the glass is gone, and the electric window mechanisms have all been removed and sealed up.
The result is a car that Chris reckons weighs around 850kg. Pair that with nearly 400bhp and, well, yes — it shifts.
Future plans for the Escort RS Turbo
Chris says the body and interior are where he wants them for now, but like any proper project car, it’s never really finished. The next likely steps are upgraded management, larger injectors and more engine development.
Security is naturally a huge focus now too. After what happened, the car now runs a tracker, steering locks and a Clifford alarm system. Grim that it’s necessary, but entirely understandable.
Why this modified Escort RS Turbo matters
What makes this car special isn’t just the spec list. It’s the resilience. Lots of people start a big build. Fewer finish one. Fewer still rebuild it after it’s been stolen, trashed and left for dead.
Chris’s modified Escort RS Turbo works because it combines the right old-school ingredients with just enough modern engineering to make it genuinely sharp. It looks hard, goes properly well, sounds like it means business and still carries the spirit of the fast Ford scene that made these cars icons in the first place.
And if we’re honest, that’s exactly what a Build Masters feature should be.
The post Escort RS Turbo Series 2: Chris Rose’s Stolen-and-Rebuilt Ford Icon appeared first on Fast Car.
