Ford Zephyr: Models, Specs and Buyer’s Guide

Introduced for the 1951 model year as the six-cylinder companion to the Consul, the Zephyr arrived with modern unitary construction. It was among the first mass-produced cars to use MacPherson-strut front suspension, setting the tone for British Fords through the 1950s. 

For 1962, the restyled Mk III split into Zephyr 4 (four-cylinder) and Zephyr 6 (six-cylinder) designations. Contemporary tests praised the Mk III’s long-legged performance and updated running gear, reflecting its move toward a more executive offering.

The Mk IV (launched 1966) was a clean-sheet redesign introducing V-series V4/V6 engines, independent rear suspension and all-disc brakes. The Zephyr line wound down in 1972 as Ford of Europe entered the Granada era. 

From its 1951 debut through to its late-1960s swansong, the Zephyr family evolved from overhead-valve inline-fours and sixes to Ford of Britain’s “Essex” V4/V6 range in the Mk IV. These robust engines were paired with 3 and 4-speed manuals (with optional overdrive) and, from the mid-1950s onwards, Borg-Warner automatic options. Front MacPherson struts were a Zephyr hallmark from the start, while rear suspension was a live axle on Mk I–III, moving to independent rear suspension on the Mk IV.

Core Technical Themes (All Generations)

• Layout: Front-engine, rear-wheel drive.

• Suspension: MacPherson-strut front from Mk I; Mk IV added independent rear suspension.

• Transmissions: 3-/4-speed manuals (overdrive available); Borg-Warner automatic offered from the late 1950s/early 1960s.

• Brakes: Drums early on; front discs optional from 1960 and widely adopted from mid-1961. 

Below, we’ve created a table showing the dimensions of each generation of Zephyr:

Clean, post-war three-box saloon proportions defined the Mk I with its full-width grille, smooth flanks and restrained chrome. Coachbuilt variations extended the profile, while Carbodies manufactured factory-approved convertibles, and Abbott of Farnham created dealer-sold estate conversions with a lengthened roof and bespoke tailgate. 

The Mk II (1956) brought a crisper, more American-influenced look, including extra brightwork and subtle fins on a longer, wider body. Early “Highline” cars sat taller before a later “Lowline” roof brought the stance back down again. Abbott’s estates continued with neatly integrated rear quarters and glass. 

For the Mk III (1962), Ford reshaped the front end, and Zephyr 6 models adopted a full-width grille encasing the headlamp surrounds. During the production run, the nose/grille was lowered for a sleeker face, and period testers noted the car’s tidier, more contemporary surfacing compared to its predecessor. 

The all-new Mk IV (1966) wore squarer and more formal lines on a longer wheelbase. Range hierarchy was visible in a quad-lamp fascia on Zodiac versions, while the Zephyr retained simpler treatment. The new body sat over a re-engineered chassis with independent rear suspension.

The Zephyr was intended to be practical, airy and unpretentious, so early cars paired two wide bench seats with simple pull-knob controls and a clear instrument binnacle. Period tests noted the comfortable bench seating with rear armrest, good stowage and a full-width parcel shelf across the cabin. 

Layout and seating

• Six-seat bench layout on Mk I–III, typically trimmed in vinyl (with leather available). The Mk III offered a boot of almost 22 cu ft, more than meeting the car’s family brief.

• Factory brochure materials highlighted newly designed seats with lower backs and built-in foam rubber roll tops, plus easy-to-clean Vynex headlining and revised door pads.

Controls and instrumentation

• Early Zephyrs used a column-shift manual gearlever and a facia-mounted handbrake. The Mk I grouped speedometer/odometer, ammeter, fuel gauge and warning lamps, while later Mk III cars added a hooded 120-mph speedo and temperature gauge. 

• Brochures emphasised a curved, wide-angle windscreen, wide-sweep wipers, and wide-opening doors. Period tests praised its powerful heating and generally excellent visibility, thicker screen pillars notwithstanding.

Mk IV (1966–1972) uplift

• The Mk IV debuted a more formal cabin, while the Executive specification added fully reclining front seats with inertia-reel belts, carpeting throughout and a radio set into the walnut fascia. 

Passive Safety (By Era)

• Structure and basics (Mk I–III): Monocoque construction with hydraulic brakes and MacPherson-strut front suspension.

• UK law required front seat belts to be fitted to new cars from 1 January 1965, but many pre-’65 Zephyrs were retro-fitted at the time.

Braking and stability advances

• Mk III (1962–66): The Mark III sported servo-operated Girling front disc brakes with rear drums. Period road tests recorded a major improvement in stopping performance.

• Mk IV (1966–72): Power-assisted disc brakes on all four wheels and independent rear suspension offered a notable safety leap in terms of high-speed stability and fade resistance.
  
  

There were four in total: Mk I (1951–56), Mk II (1956–62), Mk III (1962–66) and Mk IV (1966–72). After this, the Granada era commenced.

The Zephyr was only officially manufactured as a 4-door saloon. However, factory-approved coachbuilt variants included Carbodies convertibles and Abbott of Farnham estates - the latter sold through Ford dealers. 

Inline-six (Mk I–III), an added inline-four for Zephyr 4 (Mk III), then V4/V6 “Essex” engines on the Mk IV. These were paired with 3/4-speed manuals (overdrive available) and Borg-Warner automatics.

Maurice Gatsonides and Peter Worledge won the 1953 Monte Carlo Rally in a Ford Zephyr.

In 1972, the UK range shifted to the pan-European Consul/Granada programme.