The rule-makers switch to granting homologation after a production run of a mere 200 identical customer cars appealed to Ford and signalled the development of several ultra-high peformance cars from other manufacturers too. Rallying's space race had begun. Ford had not been sitting idle during the early 1980's, projects like the RS1700T kept the firms' engineers abreast of the latest developments even if works participation was off the cards. But in 1983 they were allowed to start work on the ultimate rally weapon and didn't disappoint. The RS200 featured an all-new chassis created by ex-BRM, Shadow and Lotus F1 designer, Tony Southgate. It was constructed using a steel platform with a monocoque centre section bonded and riveted on. Three tubular steel subframes (that could quickly be removed) were then bolted onto the platform allowing for easy maintenance in the cut and thrust of a rally. Suspension was via wide wishbones with twin dampers and the provision for twin coil springs (although production vehicles only used one coiled spring per wheel). A Ferguson-patented four-wheel drive system fed 37% of the power through to the front wheels as standard although a centre-locking differential meant this could be altered to 50/50 if necessary.

Garrett supplied the hybrid TO3/4 turbocharger and in standard road trim, the RS200 was type approved with 250bhp, the optional power upgrades increasing this to 300 or 350bhp. Everything was wrapped in a gorgeous lightweight GRP body styled by Filippo Sapino of Ghia, Turin, who worked closely with the Ford Motorsport department back at Boreham in England. Not since the MkI GT40 had the Ford-badge graced such a good-looking high performance production model. Manufacture of the bodyshells was undertaken by Reliant in Shonstone who had considerable experience working with GRP. The roof panel and upper door openings were fabricated in a composite mix of GRP and carbon fibre, all RS200's being assembled from white gel coat bodies, most of which remained this colour because the initial orders were for rallying. The cockpit was best described as functional with a mixture of grey and black plastics, the level of equipment depending on whether the order was for Road or Rally use. Road cars were trimmed with carpet and door inserts by Tickford who also installed Sparco seats in red or black and a leather steering wheel from the Escort XR3i. Behind the seats a pair of aluminium petrol tanks were mounted whilst the side and rear windows were perspex instead of glass.

The final production cars were made in January 1986, but before many had been delivered, FISA dropped a bombshell. That May, within hours of the death's of Lancia's Henri Toivonen and Sergio Cresto on the Tour de Corse, they declared Group B would be outlawed from 1987. This followed the fatalities of three spectators in the Portuguese Rally just a few weeks earlier when an RS200 crashed spectacularly. The organisers were under severe pressure to act after a particularly bloody few season's. Ford and Audi withdrew from the sport immediately. Inevitably, many of the customers that had placed orders for Rally spec RS200's decided they no longer wanted their now obsolete cars and consequently, Ford were forced to add the extra equipment to bring them up to Road specification. To further broaden its appeal, Ford also tried offering the RS200 in alternative colours, a pair of cars each being painted blue (chassis 167 and 168) and black (104 and 159) whilst four were painted red (120, 121, 138 and 178). The last cars weren't sold and delivered until the early 1990's. In total, 6 prototypes and 194 prodution cars were built. 158 RS200's were sold, over 40 completed cars being disassembled and put on the shelf to guarantee parts in the future. 16 RS200's were upgraded to S spec (featured in Part 3*) and 24 left the factory in Evolution trim (covered in Part 2*).
* Coming Soon