The project's goal was to produce an engine suitable for use in both passenger cars and work vans, with marine and industrial applications also under consideration.

For the van application, the product planners examined the features of the market-leading Volkswagen Transporter.

In the end both a V4 and V6 engine were approved, sharing a 60° included angle between the cylinder banks and an oversquare bore and stroke ratio.

Both van projects were presented to management, who was already moving to consolidate both product lines and corporate divisions in Europe and Britain.

[1][4] To counteract the engine vibration inherent in a 60° V4, Ford added a balance shaft to the Essex V4.

[5]: 36 [6]: 10 [7] For the 1967 release of the Corsair 2000E the 2.0 L engine received larger ports, a new camshaft, and a 2-bbl Weber 32DIF carburettor on a new intake manifold in place of the earlier 1-bbl Zenith Stromberg.

A revised clutch and flywheel were fitted in July 1968, and in October of the same year the oil pump was redesigned.

Other changes included moving the oil dipstick from the front to the left side of the engine, and making the camshaft drive gear out of steel with fibre teeth.

This timing gear was originally a fibre composite part that could break at high rpm or with age.

[4] Since the engine was an interference type, a failed timing gear made it possible for the pistons to contact any valves left open and do significant damage.

The most powerful factory version of the Essex V4 appeared in the Ford Corsair 2000E Deluxe and produced 103 hp (104.4 PS; 76.8 kW).

When the Capri II was released in 1974, the 2.0 L Essex V4 was replaced by either the 2.0 L OHC Pinto TL20 inline-4 or the 2.0 L Ford Cologne V6 engine.

When the Marcos GT was revived in component form in 1982 the Essex V4 was included in the list of supported engines.

Due to local content laws, the South African motor had a more varied usage, uniquely being fitted to the Cortina TC and to the 17M (Taunus P7), as well as to the Capri.