The 1965 version of the Ford Cortina GT is more than ever a well-balanced blend of comfort, performance and practicability, with an added dash of fresh air - in more ways than one.

For a start, an old fault - lack of ventilation for driver and passengers - has been cleared up by a clever and effective system which changes the air in the cabin every 40 seconds.

And secondly, the design of the interior has been smartened up, to give a fresh, crisper look and more efficient operation, where previous GTs - originally produced in haste to qualify for the 1963 Armstrong 500 - seemed distinctly bitty.

Otherwise, the only changes of note are slight modifications to the rear end in the interest of traction and handling. Engine specification and body are identical save for a toothier grille, stale-air vents on the rear quarters and new badges.

Instrument layout is now most businesslike. Matching 110 m.p.h. speedo and 7000 r.p.m. tachometer are situated in front of the driver in neat hooded binnacles. Supplementary gauges - ammeter, water temp., oil pressure and fuel - are housed in separate miniature binnacles in line across the middle section of the facia. Lights and wipers are controlled by small toggles on either side of the main dials, there are matching push-pull controls for choke and screen-washer, and an ignition key/starter.

A multi-purpose wand jutting from the right-hand side of the steering column selects high beam, flashes headlights, operates turn winkers and sounds the horn.

An umbrella handbrake, which, we feel, is quite out of character with the car, is left of the steering column.

Star features of that new, efficient ventilation system are semi-directional swivelling fresh-air vents at either end of the panel.

Airflow controls for vents are on a panel beneath the facia, where there is also provision for heater controls. Stale air is exhausted through the vents in the rear quarters.

The glovebox is commendably deep. There is ample stowage, too, in the full-width parcel tray under the facia, and in the central console cubby (whose padded flip top doubles as an armrest).

Seating is firm, upright, and generally comfortable, if lacking a bit in lateral support. We found the optional three-point seat belts a help in locating us. Squab angle is not adjustable and the seat won't go far enough back to suit really tall drivers; on the other hand, limiting this rearward movement has ensured ample leg room for rear passengers.

Upholstery is a leather-like synthetic with fine, machine-stitched pleats.

Loop pile carpet covers floors and the interior is heavily insulated against noise. With windows up tight and ventilation system in full swing the result is one of considerable cosiness - even at high speed.

Over-generous use of plastic in the interior robs the GT of the quality look many people expect in a small car costing £1223. The beading which trims door openings, for instance, is moulded from plastic to resemble woven type. Headlining is a dimpled plastic cloth which looks difficult to keep clean.

But worse still is a white plastic steering wheel which takes the prize for garish design. Surely Ford can afford to fit a wood-rimmed wheel more in character. The Japanese do it.

Visibility in all directions is good, save for small blind spots resulting from fairly thick windscreen pillars.

Foot pedals are well-placed. Although not possible to "heel-and-toe" in the strictest sense of the phrase, both accelerator and brake can be manipulated simultaneously with the right foot.

Mechanicals

The basic formula is good - Cortina competition victories make this obvious - and there are no major changes for 1965. However, in an effort to limit the axle hop and wheelspin of earlier GTs, the 1965 version has radius arms fitted to the rear suspension. The move is not completely successful, but more of this later.

Front suspension is unchanged. It's a Macpherson-type layout with coil springs and double acting shockers mounted in rubber upper bearings on the body, and integral with wheel spindles at the lower end.

The under-bonnet scene is familiar. Ford's "E" series motor first appeared in the Anglia as a markedly oversquare under-1000c.c. unit. It was subsequently enlarged to 1200c.c. for the Cortina by boring and later to 1498c.c. by boring and stroking.

In the GT, 1498c.c. are coupled with 9 to 1 compression, bigger valves, Weber twin-choke compound-opening downdraught carbie, and a "bunch of bananas" exhaust system.

The result is 83.5 (gross) b.h.p. at 5200 r.p.m.

Despite high compression, the GT runs happily on super grade fuel, pings only under extreme provocation, and "runs on," but occasionally, after switching off.

A five-bearing crankshaft and relatively short stroke make the motor smooth, although it is not outstandingly flexible, being happiest with a bagfuls of revs on the tacho.

Power is transmitted through a 7 1/4 in. hydraulic clutch to an excellent all-synchro gearbox whose well-spaced ratios ensure a cog for every occasion. We have heard it said that the gap between second and third is too long, but did not find it so.

Third is most useful for highway overtaking, as it has a maximum speed of 73 m.p.h. - a speed which arrives remarkably fast when the right foot is planted firmly.

On the Road

Steering is light and precise at all but the slowest speeds, when it tends to stiffen. A bit more than four turns are required from one lock to the other. This sounds a lot, but it's not really a disadvantage on the GT.

Of the recirculating ball type, it is almost completely free from kick-back on rough roads and gives the driver a reassuring idea of which way the road wheels are pointing.

The steering wheel is 15 1/2 in. small, which is a help with rapid movements made necessary by high speeds and low gearing. When steering correction is needed it can be applied quickly and precisely.

Performance in a straight line is exhilarating for a four-door sedan of such modest specifications. Our test car was slightly "of-song", but we achieved a best one-way top speed of 91 m.p.h. and a two-way average of 88.

Acceleration through the gears gave us times like this: 0-50 9.8, 0-70 19.4, 0-80 30.8. Passing acceleration was also pretty good: in top 30-50 took 11.3 sec., 40-60 13.2, 50-70 14 dead. In third 30-50 took 7.2, 40-60 7.1, 50-70 10 dead.

Cornering is fast, flat, fuss-free. The GT is a slight understeerer, and we found it nearly impossible to break the tail loose on bitumen surfaces. As speed rises, so does the car's inclination to run wide on corners, but a bit more lock brings it back into line every time.

On gravel, the tail breaks away more easily, of course, but the excellent steering makes correction a pleasure.

New radius arms on the back end do control wheelspin and axle hop under acceleration on uneven surfaces. However, it was surprisingly easy to lift the inside rear wheel on sharp corners.

When the wheel lifted there was a complete loss of power - naturally, but fortunately the wheel didn't stay off long enough to provide awkward moments.

Our action picture, which shows the wheel inches clear of the road, was taken during a rapid gorge-side ascent. But even on fairly sedate suburban running, it is possible to lift it off momentarily.

Bumps and potholes are felt through the firm suspension but at no time does the car feel off-balance or cause occupants any alarm.

Nor is there any sensation of "float". No matter what the speed the car follows road undulations faithfully.

Braking is beyond reproach. The front-disc/rear-drum combo is hard to beat. There is no servo, but, even so, pedal effort is extremely light, toe pressure being sufficient to slow down in normal city motoring.

On the open road, brakes proved to be fade-resistant and stopped the car in an unerringly straight line when the odd emergency arose. That umbrella handbrake, out of character though it may be, was commendably efficient.

Crisp exhaust note, smooth, unbeatable gear-shift, light and progressive clutch, out-of-the-ordinary performance and handling with brakes to match combine th give the GT a pronounced sporting flavour.

Details which displeased were the predominance of undisguised plastic, the garish steering wheel, willingness to lift an inside rear wheel under hard cornering, a too-small (eight gallons) petrol tank, and a non-lockable fuel filler.

This last failing was brought home forcefully by a petrol thief who "milked" the GT dry in my driveway one night.

For the motorist who enjoys the feel of a willing, responsive motor car, but who considers a sports car impractical - or has a family to think of - the Cortina GT is an ideal mount; it is the sort of car in which motoring can be an extremely pleasant pastime.

Engine: 4 cylinders in line, o.h.v.; bore 81 mm., stroke 72.09 mm., capacity 1498 c.c.; compression ratio 9.0:1; maximum b.h.p. 83.5 (gross) at 5200 r.p.m.; maximum torque 97ft./lb. at 3600 r.p.m.; single Weber d'draught carburettor, mechanical fuel pump, 12-volt ignition.

Transmission: Single dry-plate clutch, 4-speed, all synchro gearbox; ratios: 1st, 3.53; 2nd: 2.38; 3rd: 1.41; 4th, 1.00; final drive 3.9:1.

Suspension: Independent front by MacPherson strut incorporating coil springs, double-acting telescopic shock-absorbers; anti-roll bar; solid, semi-floating rear axle by longitudinal asymmetrical semi-elliptics with radius arms and hydraulic shock absorbers.

Steering: Recirculating ball; 3 turns lock to lock; 33ft. 9in. turning circle.

Brakes: Disc/drum, 76 sq. in. of total area.

Wheels: Steel disc with 5.60 by 13 tubeless tyres.

Dimensions: Wheelbase 8ft. 2in.; track, front: 4ft. 1 1/2in.; rear 4 ft. 1 1/2in.; length 14ft. 1/4in.; width 5ft. 2 1/2in.; height 4ft. 7 1/2in.; clearance 6.4in.

Fuel capacity: 8 1/2 gallons.

Kerb weight: 16.1 cwt.

Conditions: Fine, mild; two occupants; super fuel.

Best speed: 84.8 m.p.h.

Flying 1/4-mile average: 84.1 m.p.h.

Standing 1/4-mile average: 19.4s

Maximum in gears: 1st, 28 m.p.h.; 2nd, 44; 3rd, 74; 4th, 84.

Acceleration from rest through gears: 0-30 m.p.h., 4.8s.; 0-40, 7.1s.; 0-50, 9.9s.; 0-60, 14.2s.; 0-70, 19.7s.; 0-80, 30.8s.

Acceleration in top (with third in brackets): 20-40 m.p.h., 11.0s. (7.3s); 30-50, 11.3s. (7.2s); 40-60, 13.2s. (7.1s.); 50-70, 14.0s. (10.0s.); 60-80, 19.7s.

Braking: 30ft. to stop from 30 m.p.h. in neutral; 118ft. to stop from 60 m.p.h. in neutral.

Fuel consumption: 24 m.p.g. over 375 miles, including all tests.

Speedometer: 10 percent fast throughout.