[3] The 1172 cc straight-four engine from the Ford Ten was fitted for some export markets, including North America, where imports began for model year 1948; these cars used the slightly more aerodynamic "three-hole" grille from the 1937–38 Ford Ten 7W, prefacing the 1949 E494A facelift.

[2] The car retained a vacuum-powered wiper with its tendency to slow down or stop above about 40 mph (64 km/h), the point at which the suction effect from the induction manifold disappeared; however, the Anglia's wipers were supported by a vacuum reservoir, which partially addressed the propensity to stop entirely when the car was accelerated.

The instruments (speedometer, fuel gauge, and ammeter) were placed in a cluster around the steering column, and the gear change was floor-mounted.

The dashboard was revised twice; the binnacle surrounding the steering column was replaced by a central panel with twin dials towards the driver's side in 1956; the last from 1959 had twin dials in a binnacle in front of the driver and 'magic ribbon' AC speedo similar to the 1957 E-series Vauxhall Velox/Cresta and '58/'59 PA models, and included a glovebox.

Under the bonnet, the 100E still housed an antiquated, but actually new, 36 bhp (27 kW) side-valve engine sharing the bore and stroke of the old unit, but now with larger bearings and inlet valves and pump-assisted cooling.

The separate chassis construction of the previous models was replaced by unitary construction and the front suspension used "hydraulic telescopic dampers and coil springs"[13] – now called MacPherson struts, a term that had not yet entered the public lexicon – with antiroll bar and semielliptic leaf springs at the rear.

From 1955, two estate car versions were built, similar to the Thames 300E vans, but fitted with side windows, folding rear seats, and a horizontally split tailgate.

Its American-influenced styling included a sweeping nose line, muted tailfins, and on deluxe versions, a full-width slanted chrome grille in between prominent "eye" headlamps.

[20] Like late-'50s Lincolns and Mercurys (and later the Citroën Ami of France and the Consul Classic), the car sported a backward-slanted rear window (so that it would remain clear in rain, according to contemporary marketing claims).

In fact, this look was imported from the 1958 Lincoln Continental,[21] where it had been the accidental result of a design specification for an electrically opening (breezeway) rear window.

[22] The new styling was joined by something the smaller Fords had been needing for some time – a new engine – a 997 cc overhead valve (OHV) straight four with an oversquare cylinder bore that became known as the Kent.

Also new for British Fords was a four-speed manual gearbox with synchromesh on the top three forward gears; this was replaced by an all-synchromesh box in September 1962 (on 1198 cc powered cars).

[19] The notoriously feeble vacuum-powered windscreen wipers of earlier Anglias were replaced with more conventional electrically powered ones.

In October 1962, 24-year-old twins Tony and Michael Brookes[23] and a group of friends took an Anglia 105E fitted with the £13 Ford Performance Kit to Montlhéry Autodrome near Paris and captured six International Class G World Records averaging 83.47 mph (134.33 km/h).

The car's commercial success has subsequently been overshadowed by the even greater sales achieved by the Ford Cortina.

[19] From October 1963, production continued at Ford's new Halewood plant at Merseyside alongside the newly introduced Corsair models.

Sales really took off in early 1966, with the local introduction of the Anglia Super, and 1967 was the car's best year, with a ninth place in overall automobile registrations.

[25] Production actually continued longer in South Africa than anywhere else; it was built alongside the Escort from remaining stock until at least the end of 1968.

[28] From October 1962, the 5- and 7-cwt vans were also offered with the 1198 cc engine from the Ford Anglia Super and these were designated Thames 309E.

[27] In March 1965, the use of the Thames name was discontinued, and from that time, all Anglia-based vans were marketed as Ford Anglias.

[29] The Anglia Torino 105E was developed by the Italian subsidiary of Ford, using the chassis and mechanical components of the 105E Saloon, with new body panels.

[30] The Torino was styled by Giovanni Michelotti and built in Turin by Officine Stampaggi Industriali;[30] 10,007 examples were sold in Italy.

From 1962, the 123E Anglia Super was available alongside the 105E, replacing the last of the line of Prefects, with a larger 1198 cc engine and other refinements.

One mainland Europe-only variant was the Anglia Sportsman, which carried its spare tyre on the back, somewhat similar to the continental kit often seen in the United States.

Chrome bumper overriders, broad whitewall tyres and optionally a side stripe kicking up at the end into the taillights/fin were also fitted.

The base model was the Standard, and this sported no chromework, painted rear light surrounds, steel-slatted grille, and limited interior trim.