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Retro Road test — Ford Escort (1989) vs Mazda 323 (1989)

Picture it: the late 1980s, acid-wash jeans still clinging on, Walkmans clipped to belts, and British roads populated by sensible hatchbacks that promised to get you to the supermarket, school run and the seaside without embarrassing drama (most of the time). Two of the stalwarts in the small family/hatchback class were the Ford Escort and the Mazda 323 (badged 323 in many export markets, Familia in Japan). They were neither exotic nor particularly glamorous, but they were practical, affordable, and—let’s be honest—solid enough that you could trust them for the long haul if you were sensible about servicing and tyre pressures.

This road test looks back at the 1989 specifications and driving characteristics of both cars in UK trim: how they felt, how they moved, how they smelled after a long motorway run, and which one you’d rather take home when your daughter insists she needs a proper car for Sixth Form. I’ll cover design, engine line-ups, performance, handling, interior comfort, practicality, running costs and ownership realities—and then give a verdict. Where relevant I’ll reference contemporary figures and published specs. Wikipedia+1

Brief model background — who are these chaps?

Ford Escort (Europe, Mk4 — mid/late ’80s)
The Escort had been a cornerstone of Ford’s European line-up for decades, and by 1989 the Escort range (the fourth-generation Escort in continental terms, produced during the mid–late 1980s) offered a variety of trim levels—from workaday entry models to more comfortable GL/Ghia and sportier variants. The Escort’s appeal was partly its ubiquity: everywhere you looked there was an Escort, which makes spare parts plentiful and mechanics familiar with every rattle. The engine choices in this era included 1.3-litre and 1.4-litre units, and 1.6-litre petrols among others, with power outputs covering the modest-but-useful bracket that most family drivers required. Wikipedia+1

Mazda 323 (BG series, 1985–1994 generation in many markets)
Mazda’s 323 of the late 1980s was a neatly engineered compact that often felt a touch more finished and slightly more upmarket than its price might suggest. Engine choices ranged from 1.3 to 1.8 litres across global markets, including fuel-injected and multi-valve variants. There were sportier iterations too—Mazda offered higher-performance versions elsewhere in the world—while the mainstream 1.3–1.6-litre engines were the ones most buyers in the UK would have been interested in. The 323 had a reputation for tidy engineering and a slightly more reserved, Japanese approach to reliability. Wikipedia+1

Exterior and design — looks that age differently

Escort
The Escort of this period is honest rather than stylish. Ford’s design language leaned towards functionality: simple lines, pragmatic boot space and an upright profile that prioritised headroom. It’s the kind of car that makes no promises, and—crucially—it keeps them. On the road it’s easy to recognise an Escort from across the car park; whether that’s good or bad depends on how you feel about unremarkable competence. The higher-spec Ghia trim adds a few chrome touches and nicer upholstery, but the shells are all essentially sensible.

Mazda 323
The Mazda 323 looks a bit younger and less blocky; Japanese hatchbacks of the era were beginning to adopt slightly more aerodynamic and distinctive shapes. The 323’s curves and proportions lend it a tidier silhouette. It doesn’t scream for attention, but it manages to be neat and slightly crisp—the visual equivalent of a well-ironed shirt. On higher trims you get a hint of sportiness in the detail, which helps the 323 age a little more gracefully than the Escort in the aesthetics department.

Winner (appearance): Mazda 323 for being a touch smarter and less workmanlike.

Engines and performance — what’s under the bonnet?

Important: the figures below reflect typical 1989 specifications offered across the respective ranges; actual output and equipment depend on exact trim and market. I’ve used published contemporary specification lists where possible. Wikipedia+1

Ford Escort (typical UK engine options, 1989)

• 1.3-litre (1297 cc) — small, economical, around 59 bhp (44 kW) depending on exact tune. Good for town work and very economical cruising if you’re light-footed. Wikipedia
• 1.4-litre (1392 cc) — CVH engine variants produced roughly 70–75 bhp depending on carburation or injection; a useful step up for those who regularly do A-roads. Wikipedia
• 1.6-litre (1597 cc) — around 85–90 bhp in most UK specs; this is the one that makes motorway overtakes feasible without excessive drama. Wikipedia

There were also sportier Escort versions (including XR/RS variants) and diesel choices offered in some markets, but family buyers usually opted for 1.4–1.6 petrols.

Mazda 323 (typical 1989 export/European specs)

• 1.3-litre (1323 cc) — roughly mid-60s bhp in net ratings; polite, frugal and perfectly adequate for local driving. Wikipedia+1
• 1.5/1.6-litre options — in the 75–110 bhp range depending on valve count and whether the engine was multi-valve or fuel injected (some 1.6 16v DOHC units produced more performance in sportier trim). Wikipedia
• 1.8-litre (in some markets) — higher output in certain trims, but in the UK the mainstream choices were the 1.3 and 1.6 variants.

Practical takeaway: both cars offered modest powertrains by modern standards, but the Escort’s 1.6 and the 323’s 1.6/1.8 options are the sensible choices if you do a lot of motorway work. The Mazdas tended to offer more 16-valve or multi-valve technology in higher trims, which gave them a livelier top-end. Wikipedia+1

On the road — handling, ride and steering feel

Comfort and ride

Escort — Ford prioritised a compliant ride. On town roads and broken British surfaces the Escort feels composed and comfortable, soaking up lumps and bumps without fuss. It’s not floaty, but there’s a firm-ish comfort which suits British roads and erratic potholes. On the motorway the Escort tracks well and remains stable, though crosswinds and heavy lorries will make their presence known as they do in all cars of the era.

323 — Mazda set up the 323 with a slightly more taut suspension, especially on higher-spec or sportier variants. That means it sometimes feels a touch firmer over town humps, but the trade-off is better body control in corners and a composed feel when the road gets interesting. On long runs the 323 is comfortable enough, and its chassis manners make it feel a touch more grown-up than the Escort.

Handling and steering

Escort — steering is direct without being twitchy, and the front end grips predictably. Understeer is the default natural law, which is absolutely fine for daily driving—you point it at a corner and the Escort obeys. If you’re trying to make it dance, you’ll quickly be reminded that it’s most comfortable being sensible.

323 — Mazda’s engineering tilt towards a slightly sportier balance shows. The steering has good weight and the car changes direction nicely. Enthusiastic drivers will enjoy the 323’s more playful demeanour; it encourages cornering with confidence. The extra lateral composure makes it feel more modern and fun when you push on.

Winner (drive experience): Mazda 323 for the slightly sportier, more assured chassis; Escort for comfort and predictable manners.

Transmission and gearshift

Both cars came with five-speed manuals as the norm in 1989 for the petrol models, and both offered automatic options on specific trims. The gearboxes are straightforward and robust—no drama, pleasingly mechanical. The Escort’s gearshift is workmanlike and reliable; the Mazda’s can be slightly slicker depending on the specific model and year. Neither is a delight compared with modern precision boxes, but both are perfectly serviceable and easy to live with.

Interior, ergonomics and creature comforts

Escort
The Escort’s interior is simple and functional: big buttons, clear gauges, and seating that was designed more for durability than Danish ergonomic poetry. Higher-spec Ghia models introduced nicer seat fabrics, better trim and a few extra niceties like electric windows and a better sound system. Headroom and legroom are sufficient for five in short bursts; four adults on a long journey and you’ll wish for a little more boot space. Practical touches such as useful door pockets and straightforward controls make life easy.

Mazda 323
Mazda put a touch more thought into trim and ergonomics. The dash feels a little more modern, switchgear is well laid-out and the seats in mid- and high-spec cars are comfortable for longer journeys. Build quality feels neat for the class and era. Boot space is comparable to the Escort, but the perception inside is one of slightly higher finish and more attention to driver comfort.

Winner (interior): Mazda 323 edges it for nicer ergonomics and a slightly more modern feel.

Practicality and load-lugging

Both cars are practical:

• Five-door hatch versions provide flexible boot space with fold-flat or split-fold rear seats.
• Rear passenger space is adequate for children and most adults for short-to-medium journeys.
• Boot volume is similar between the two—neither will swallow a particularly large pram and a week’s shopping with ease, but both will manage a small family’s weekend luggage.

If you need towing or very frequent heavy loads, neither is designed for heroic towing duties, but both handle modest trailers for garden waste or a caravanette.

Fuel economy and running costs

In 1989 terms, these cars were frugal compared with larger saloons. Expect mid-30s mpg (mpg imperial) for real-world mixed driving on 1.3–1.6 petrols, with the lighter engines and lighter feet returning better figures. The Escort’s smaller 1.3 and 1.4 engines will yield the best economy for town drivers. The Mazda’s newer multi-valve or fuel-injected engines could offer similar or slightly better fuel economy at a similar performance level.

Running costs hinge far more on maintenance, rust (a major British concern of the era), and the availability of parts. On that front, Escort ownership benefits from Ford’s vast UK presence and parts supply; Mazda parts were also available but sometimes needed ordering from specialist suppliers. Insurance groups for both were modest by the day’s standards for basic trims, with sportier variants naturally costing more.

Reliability and ownership realities

Escort — Ford’s broad dealer network in the UK meant easy servicing and parts supply. The Escort’s CVH engines are robust when looked after, but like many cars of the era, neglect leads to common wear items becoming expensive if left too long. Rust was the perennial British enemy—door sills, wheelarches and floorpans require attention on older examples.

Mazda 323 — Mazdas developed a reputation for durable mechanicals and tidy engineering. The 323 benefits from Japanses engineering focus on engine longevity; many owners reported trouble-free high-mileage examples with routine maintenance. The caveat: depending on the region and importer, parts and dealer support were sometimes a little less ubiquitous than Ford’s, which could occasionally mean longer waits or higher costs for certain components in the late 1980s UK market.

On the balance, both cars are sensible to own if properly maintained. If you prioritise cheap local dealer support and parts availability, the Escort wins; if you prioritise long-term engine durability and tidy engineering, the Mazda has an edge.

Safety — then versus now

In 1989, safety regulation and equipment were far less prescriptive than today. Expect basic passive safety: seatbelts (often not the three-point variety for every seating position in the most basic trims), and depending on trim, possibly driver airbags only in some markets or later years. Anti-lock braking systems (ABS) and multiple airbags were typically reserved for higher-spec or newer models. Build rigidity and crash protection are modest compared with modern cars, so both cars reflect their era: adequate if driven sensibly, but not meeting modern safety expectations.

Real-world driving impressions (my imaginary long-term loan)

Imagine using both cars for a month around British roads, commuting, shopping grandkids, and pottering about on weekends:

• The Escort is the reliable, no-fuss partner. It’ll be slightly softer in ride, very predictable on roundabouts, and eminently comfortable for daily driving. It’s the sort of car that doesn’t demand attention. Its USP is familiarity; your local mechanic knows it well, and you can pick up a useful second-hand example for very little money.
• The Mazda 323 is the one you’d pick if you secretly like a car with a bit more character. It’s tauter on the bends, the steering is marginally more engaging, and the interior feels as though someone paid attention to driver ergonomics. If you occasionally take a country lane at pace after a proper brew, the 323 will reward you with better composure.

Both will be obedient servants; neither will cause frequent drama if serviced.

Cost of buying (then and now)

In 1989, both were priced competitively in the small family/hatchback segment. The Escort could be had in basic form for the thrifty buyer, with Ghia and sport models costing more. The 323 was positioned to offer value-for-money with a slant towards build quality. As used cars now, values vary wildly depending on condition, rust and originality. For classic car enthusiasts today, well-preserved examples of either can be charming and inexpensive restorations—providing the rust is under control.

The nitpicks and common issues

Escort

• Rust-prone on older UK examples if not treated.
• CVH engines can be noisy and need timely service.
• Interiors in basic trims can be sparse and prone to wear.

Mazda 323

• Imported models sometimes had patchy parts availability depending on the importer network.
• Some higher-performance variants (where fitted) can be more expensive to maintain.
• Like any older car, look for body corrosion and loom issues in damp climates.

Which to choose? The verdict

This is the point where newspapers normally write “it depends” and offer a shrug. That’s fair—car choice is deeply personal. But let’s be decisive.

If you want:

• Practicality, low fuss and easy local servicing: choose the Ford Escort. It’s the shoebox of predictability—does the job, parts are easy to find, and your local Ford-friendly garage will love you for the work. It’s the most British of sensible choices. Wikipedia
• A slightly sportier drive, better finish and that small-car that doesn’t feel quite as prosaic: choose the Mazda 323. The 323’s sharper chassis and tidy engineering make it the more involving car to live with if you value a more modern driving feel and a slightly neater interior. Wikipedia

If you’re buying for a young driver (sensible checks first): get the 1.3 or 1.4 Escort for economy and lower insurance, or the Mazda 1.3 for a slightly sharper-feeling small car. If you do more motorway miles, stretch to a 1.6 in either make.

Final thoughts — nostalgia, practicality and what to look for when buying one today

Both the 1989 Escort and 323 are lovely little time machines: pragmatic, honest and decent companions. They represent an era when cars were becoming more refined but before the avalanche of electronics and safety kit that defines modern driving. They’re easy to understand and easy to repair—qualities that resonate with many owners today.

A few practical buying tips if you’re looking at one in the used market:

• Check rust thoroughly—sills, floor pans, wheelarches and boot seams.
• Service history matters—timing belts, valve clearances (where applicable) and oil changes.
• Test-drive to feel for suspension knocks, gear synchro issues, and clutch slip.
• For the Mazda, check that any imported example has a good parts source locally.

Both cars are winners in the small, safe-to-live-with category. If forced to pick with a blunt instrument, I’d give the nod to the Mazda 323 for driving enjoyment and interior feel, but the Escort remains the rugged, easy-to-live-with choice for the no-nonsense motorist. Either way, you’ll leave the forecourt with a practical, characterful little car—just mind the rust and keep the oil topped up.

#1989 #fordEscort #mazda323 #retroRoadTest #roadTest

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