The success of the Mk3 Escort XR3i, coupled with the ever-growing popularity of the hot hatch market, meant that Ford’s fizzy sports hatch once again featured in the Escort line-up when the revised Mk4 Escort arrived in  1986.

As with its lesser brethren, the new Ford Escort XR3i received revised sheet metal, a Granada-style dashboard, better security, plus minor revisions to the suspension location, which were designed to reduce lift under acceleration and dive under braking.

While Ford’s specialised SVE division was behind the original XR3i, the Mk4 version was crafted by the manufacturer’s mainstream engineering departments with emphasis on optimising sales. Consequently, the Mk4 XR3i was softer not just in its more aerodynamic styling but also in its handling, with a ride height that was over 10mm higher than its predecessor.

The main story with the running gear was the availability of anti-lock braking. For £315, the new XR3i could be specified with the Lucas and Girling-developed SCS (Stop Control System) that utilised a Kevlar belt between the driveshaft and electronic modulator to apply pressure to the front brake callipers.

The Bosch fuel-injected 1,597cc CVH engine was carried over unchanged from the Mk3 XR3i. The Mk4’s extra weight blunted acceleration, but the better aerodynamics afforded by the restyled exterior and mild, front and rear spoilers saw the latest XR creep to a higher top speed of 118mph, and also return slightly better fuel economy. The five-speed gearbox and 4.27:1 final drive also remained unchanged.

Although more civilised to drive than its rivals, the XR3i’s enhanced comfort and refinement wasn’t mirrored in its specification. Equipment that was standard on many of its competitors was now optional, including central locking, electric windows, sunroof and electric mirrors. Perhaps most notably, alloy wheels were now also an option, the 6×14 inch five-spoke ‘Dogleg’ rims costing an additional £250. As standard, the XR3i came with steel wheels of the same size, covered in reinforced plastic trims and fitted with 185/60 tyres.

In September 1987, in an attempt at improving shift quality, the gearbox was revised with a new external mechanism, but a more significant change to the mechanicals came in 1989 with the adaption of Ford’s own EEC-IV fuel injection and engine management. The updated CVH was easily identified by bold ‘EFI’ lettering atop the cast alloy inlet manifold, with other changes including a reworked cylinder head, plastic sections to the air intake running over the rocker cover, revised manifold and gas-flowed ports; and new camshaft timing.

The 1989 model year saw the introduction of ‘Zolda’ trim, named after the Belgian Zolder circuit, plus an extended centre console, colour-coded bumpers and variable intermittent settings for the wipers, while Autumn 1989 ushered in the final changes of a rear spoiler with drooping sides, Cosworth-style lattice alloys and a new front bumper with deep air intakes.

Not long after the XR3i, together with the rest of the Mk4 range, were superseded by the Mk5 Escort, but while the new XR3i would feature a much superior DOHC Zetec engine, it would never prove as popular as the CVH-powered version.