This nibble is split into three parts, designed to resemble a sales brochure.
Part 1 covers its creation and the anatomy of an early model
Part 2 covers the different versions made of the Mark 1 Sierra, and the Merkur
Part 3 covers the Sierra's racing career, the RS Cosworths, and the Sierra's later restyles
(Yes, the Snacking Otaku is further when researching something.)
FORD
SIERRA (model family) - How Many Left? - a website that analyses the DVLA's database to find out how many of whichever model of car remains on Britain's roads.
In the 1980s the car saw a dramatic change in appearance. Thanks to computer-aided design and manufacturing techniques, it was getting easier for car makers to design and mass-produce more aerodynamic cars. They had to, because it made cars more fuel efficient, which more customers (and regulations) wanted since the oil crisis of the 1970s. This was the situation Ford’s European division found itself in when confronted with the task of replacing the best-selling Ford Cortina family saloon. It had been a popular car, especially in the UK, since its launch in 1962, so following it up was a tall order. The resulting car came from research in making the most aerodynamic saloon possible, but the resulting design was a shock to many, use to boxy designs. Despite this, the Ford Sierra was a sophisticated car at the time, showing what Ford was able to do if they focused their efforts. Although not selling as much as the Cortina it replaced, the Sierra sold well during its production run from 1982-1992, particularly its sporty models that proved successful on the racetrack.
“Sierra” is the Spanish word for “saw” or “mountain
range,” such as the Sierra Nevada Mountain ranges in Spain and California. It’s
usually used to describe strength and groundedness.
Designing the Sierra - “Man and Machine in Perfect Harmony”
Robert
Anthony Lutz (1932- )
The Sierra was the brainchild of Robert Lutz. Bob was an executive for a number of car makers during his life. He began in GM in 1963, then worked for BMW in 1971, where he partly worked on the 3 Series. In 1974 he worked for Ford, later becoming chairman for Ford of Europe and, in 1982, executive vice president of International Operations and a member of its Board of Directors.
A
Radical Design for Ford
The
Sierra’s aerodynamic shape was a radical decision at the time. Ford was a very
conservative company at the time, and it showed - especially in their American
models. They were basically making cars like it was the 1960s. They rarely took
risks; due to the average time it took to develop a new model then – 3.5 years!
When Don Peterson became President of Ford in 1980, Ford was losing
$2.2billion. The company needed a shake-up.
This
shake-up began when Donald Kopka became Vice President of Design in 1980. He’s
credited to introducing aerodynamics to Detroit. With minor surface changes to
Ford’s production vehicles, Don had reduced their average fuel consumption by
1.5mpg. It would have cost Ford about $200million to achieve this by
redesigning their engines. His design tweaks only cost them $10million.
He was joined by Jack Telnack, who was Vice President of Design for Ford of Europe, before returning to the US in 1976. His experience in Europe added to Kopka’s mission to make Ford accept more radical aerodynamic designs. Jack became global Vice President of Design in 1980. Their change is most evident in the flagship Ford Thunderbird. The 1980 model was just a continuation of 70s design trends. Nothing radical. It barely sold more than the previous model. When Don asked Jack “is this what you would want in your driveway?" Jack replied negatively. So, Don commissioned a complete redesign for the 1983 model, which ended up been a success.
It was during this time that Bob Lutz approached Don about approval of the Sierra.
“I gave him (Don Peterson) a small sketch to put in his pocket on his return to the US and inscribed on it the words ‘view daily until familiarity is achieved’. It worked.”- Bob Lutz
The Board of Directors were initially shocked by the design, with Chairman Henry Ford II calling it “too futuristic.” But Bob warmed them up to it by stating the great reception Giorgetto Giugiaro’s Isuzu Asso di Fiori ("Ace of Clubs") and Lancia Medusa concept cars received when they were unveiled in 1979 and 1980 respectively. This convinced them to go ahead with Bob’s $1.2billion project and move Ford’s designs to a more aerodynamic direction.
“.. we had just begun tooling up for the new Sierra model, …. I must confess that at the opening of the Turin show [in 1980] we all breathed a deep sigh of relief when the covers were pulled off the Medusa.” - Patrick le Quément, from Design Between the Lines (2019)
Uwe
Bahnsen (1930-2013) and Patrick Le Quément (1945- )
Vice president of Design (from 1974-86) Uwe Bahnsen previously worked on the Fiesta, the Mk II Capri and the Mk II Escort, as well as the Mk IV Cortina. He got Ray Everts (Chief Designer of the Merkenich Advanced Design studio, Cologne, Germany) to assemble a team of designers – one of them been Patrick le Quément. Patrick worked for Ford from 1968 and previously worked on the Ford Cargo semi-truck. He’ll later work for Renault, creating the Twingo, Mégane, Scénic and Laguna.
Creating
“Toni”
Work
on “Project Toni” began in 1977 in Merkenich Advanced
Design studio, in Cologne, Germany. Chief Designer Ray Everts, took overall
responsibility for the project. Patrick le Quément was bought in from 1979.
The biggest factors that shaped the Sierra’s design were aerodynamics and safety. Then it was comfort and ergonomics, which shaped the interior. Then there was performance, handling and economy, which shaped its mechanics – a bit. The main goal was to make an expensive-looking executive saloon that can be made with current technology at a price of $2,000.
In the end, three version of Toni were made - a 5-door hatchback, an estate, and the top of the range XR4i sport coupe.
Uwe was partly inspired by the Rover SD1. He had a model of one on his desk.
Chassis
and Mechanics
Toni used an all-new platform with a 2610mm wheelbase, MacPherson struts up front and a new semi-trailing arm independent rear suspension, like that used by BMW. But most of the rest were refinements to Cortina parts.
Aeroback-designed
Body
“A thousand wind-tunnel tests honed every contour of the body, right down to the wheel covers, making the Sierra 24 per cent more aerodynamic than the Cortina it replaced.” – 1983 brochure
The Sierra’s aerodynamic body was built on work made on the Mk III Escort, released in 1980. On the Escort, a “Bustleback” boot lid stump was developed, which helped reduce drag. This “Bustleback” was made softer on the Sierra, becoming the “Aeroback.” The roof and tail were shaped so that laminar airflow is maintained to the lip of the tailgate.
A typical non-aerodynamic hatchback at the time produces a large area of turbulence while travelling at high speed. This turbulence sucks up road dirt, covering the rear of the car.
The Sierra’s “Aeroback” produces a smaller area of turbulence. This causes less drag and keeps the rear window clean of road dirt.
Mk III Ford Escort (1980-6), with a drag coefficient of 0.38
Additionally, instead of a traditional front radiator grille, Cooling ducts inside large grey polycarbonate bumpers take in air through the small slot in the high-pressure area below the number plate. All this results in a drag coefficient of 0.34 (0.32 in the Sierra XR4i model).
At launch, the Sierra’s drag coefficient of 0.34 was only beaten by the Porsche 924 (0.33), the third generation Toyota Celica Liftback (0.34) and the Citroen GSA (0.34). The third generation Audi 100 (launched September 1982) had a drag coefficient of 0.32.
Interior
Design
The interior was just as radical in design for Ford as its exterior. The dashboard instruments are arranged in the style of a cockpit, with the centre-console angled towards the driver. It was an ergonomic design idea popularized by BMW, chosen to send a message to buyers – the Sierra is a high-tech driver’s car; not just a Cortina replacement. The interior was designed in Ford’s Dunton design studio, in Essex, UK.
“Ron
Sanders was the courtly interiors design manager for the studio, and he
reported upwards to design executive Ron Bradshaw, and further up to the Chief
Designer Trevor Creed, and ultimately to the VP of Design Ford of Europe – Uwe
Bahnsen.” – Martin Burgess
Below Ron and supervising the designers was Jim Hirons. Those designers were Wyn Thomas, Simon Bury, Cliff Jones, Bryan Burt, Brian Osman, Alan Thorley, Tony “the Italian Stallion” Frassetto, and Martin Burgess.
“That’s ten designers, all in one studio, which is not something seen latterly at Ford!” – Martin Burgess, who joined the team in Dunton as a graduate in 1980.
“When
Brian Osman, Tony Frassetto and I joined the Toni studio, the IP [instrument
panel] was already well under way. Jim Hirons had been influential in its
design and I thought it was a rather ‘busy’ concoction and lacking freshness
and a clean, clear, design statement.
“Well, it just shows what I know. It emerged from market research clinics as a total triumph. People loved it, and Jim Hirons wisely credited this to its ‘muchness.’ ‘Give people muchness and they’ll feel they’ll getting a lot for their money,’ said Jim.” – Martin Burgess
Probe III Concept Car
To demonstrate the Sierra’s new look to the public before its official launch (to mediate the shock of its radical design and hide the fact it’s a Cortina in a new hi-tech-looking skin), the Probe III concept car was made in 1981. It’s one of a series of design concepts made by Ford and Ghia. The Probe III was first shown to the public at the 1981 Frankfurt Motor Show. Styling cues from the Probe III found themselves not only shaping the Sierra; it also shaped the Taurus in America (launched in 1985).
“What makes Probe III the most significant show car let is the fact that design chief Uwe Bahnsen insisted it should be executed within the bounds of future production viability and customer acceptance. … For the most part, this objective has been achieved, and Probe III is a five-seater saloon of standard Cortina-class dimensions.” – Car magazine (October 1981)
The Probe III’s exterior is mostly the work of Tony Catignani, working in Merkenich. It achieved a drag-coefficient of 0.25 through the use of flush glass, a clean underbody, shrouded door mirrors, covered rear wheels, flexible front wheel arch fill-ins, and shaped rocker panels. But its most noted feature is a venturi belly pan that hinged downwards as speed increased to reduce the gap between the car’s nose and the road, to create an area of negative pressure ahead of the nose and introduce some downforce.
The double-wing rear spoiler, used on the XR4i, first appeared on the Probe III.
The Probe III’s interior, designed by Wyn Thomas in Dunton, with assistance from Jody Sadler and Martin Burgess, was very different to the interior the Sierra finally had. For one thing, the dashboard had an all-digital instrument panel. The Sierra used traditional analogue dials.
“The Probe was an inside/outside glass fibre show car with just one opening door.” – Martin Burgess
Other Probes
For the curious ...
the Probe I was a wedge-shaped prototype that used a number of drag-reducing features like covered rear wheels and pop-up headlights, first shown in Frankfurt in 1979.
The Probe II was a more conventional-looking prototype with hatchback styling that looked like a “pony car,” unveiled in 1980.
After the Probe III was the Probe IV of 1983 – a more radical design with lower drag.
This evolved into the equally radial Probe V in 1985.
The Probe name finally ended up on a production model in 1988, on a car that was originally conceived as a more fuel-efficient Mustang.
External Feature of a 1983 Ford Sierra Ghia
Locking fuel
cap
Central
locking standard in Ghia (optional in GL and XR4i)
Anti-burst
door locks with childproof locks on rear doors
Tilting/sliding
glass sun roof (standard on Ghia, optional on L, GL, and XR4i)
Two-speed
intermittent wipers and electric washers
Intermittent
rear wash/wiper standard on all (option on base Saloon model)
Aerodynamic
hub caps (except on base model and XR4i)
Laminated
windscreen
Heated rear
window
Wing mirrors
on both sides (electrically operated and heated in GL, Ghia and XR4i)
Halogen
headlamps
Headlight
jet wash (optional on Ghia and XR4i)
Rear fog and
reversing lights
Electric
operated aerial (standard on Ghia and XR4i, optional on L and GL)
Electric
tailgate release (GL, Ghia and XR4i only)
Tinted glass (standard on GL and Ghia, option on L and XR4i)
“Direct Glazing”
“The Sierra’s windscreen and rear window are bonded directly to the body, making a flush fit and helping cut down drag.” – 1983 brochure
“Cars no longer have to be built like tanks to be durable and the computer-analysed Sierra has many components made of the latest lightweight High Strength Low Alloy Steel (HSLA) which is as strong as ordinary steel but 10 per cent lighter.” – 1983 brochure
Bumpers
The “damage-resistant” polycarbonate bumpers were a note of criticism on the first-generation Sierra. After a crash the bumper can make the car look fine while, in fact, the metal underneath was smashed completely.
Rust-Protection
Rust was a common problem with many cars in the past, even within five years from leaving the factory! In fact, new cars on the dealership lot sometimes needed some work done before been sold. By the 1980s, manufacturers, including Ford, had improved their rust protection methods to the point they were offering rust-protection in their warranties. The Sierra had (according to a 1983 brochure) “20-stage rust protection. The bodies are completely immersed in primer and box sections wax injected. Wheel arches and vulnerable underbody areas are PVC coated to protect against stone chips before three coats of enamel paint are baked on. … and underbody sealed to resist salt spray”. But all this can be undone by using inadequate steel. From 1986 to 1987, Ford decided to save money by building Sierra bodies with recycled steel. Within two years, their door skins and wings were rotting away. These cars became known in the car trade as “D-for-doom” referring to the D-reg number plate these cars had. This affected Ford’s reputation costing them millions in warranty claims.
In 1957 Ford engineers developed E-Coat, a method of coating body shells with paint using electrocoating techniques to ensure complete even coverage. Amazingly, thanks to management, Ford in America were slow in adopting it. In fact, they sold the rights to General Motors. Ford’s Europe operations adopted it faster than their American counterparts, who didn’t install it in all their plants until 1984. This delay made American Ford cars more prone to rust than European models, contributing to their near bankruptcy in 1980.
Price
In 1983 a 1.3-litre 3-door base model sold for (including
tax) £5,000.46, and the 5-door version sold for £5183.09. The 1.6-litre 5-door
base saloon sold for £5494.78, and the estate version sold for £6012.28. The
1.6-Litre 5-door L saloon sold for £5984.18, and the estate version sold for
£6510.14. The 1.6-litre GL sold for £6748.07, and the 2.3-litre GL sold for
£8061.18. The 2.3-litre Ghia saloon sold for £9355.11, and the estate version
sold for £9864.90. The XR4i sold for £9656, which is shockingly cheaper than
the Ghia estate!
|
Ford Sierra base model spec (1982) |
|
|
Dimensions |
|
|
Doors |
3/5 |
|
Length |
4394mm (4491mm estate) |
|
Width |
1703mm (1712mm estate) |
|
Height |
1408mm (1438mm estate) |
|
Wheelbase |
2608mm |
|
Passenger space volume |
90.7 cu ft (92.5 cu ft estate) |
|
Curb Weight |
970kg (1060kg estate) – 20kg 3-door |
|
Drag Co |
0.34 (0.36 estate) |
|
Turning circle |
10.6m |
|
Engine |
|
|
Model |
Ford OHC 1.3L/Ford EAO 1.6L |
|
Engine type |
spark ignition 4-stroke |
|
Valves per cylinder |
2 |
|
Cylinder arrangement |
Straight-4 |
|
Displacement |
1294cc / 1593cc |
|
Fuel processor |
Ford VV Carburettor |
|
Net Horsepower |
59HP / 74HP |
|
Power to weight ratio |
36.2bs/hp / 30.1lbs /hp |
|
Transmission |
4-speed manual RWD (5-speed manual and 3-speed automatic
available for 1.6L engine) |
|
Top Speed |
94mph / 103mph |
|
Acceleration 0-100 kph |
16.6 seconds / 14.2 seconds |
|
Acceleration 0-60 mph |
15.4 seconds / 13.3 seconds |
|
Average Fuel consumption |
26.6 mpg (US) / 24.2 mpg (US) |
Mechanics of a Ford Sierra
The Sierra is mostly an improved version of the Cortina with an aerodynamic body. In the beginning it used the same engines and transmissions as the Cortina – but with a few improvements, mostly to make it more economical.
“Ford have done it all. They have built an all-new car which
breaks all ties with feeble old Cortina, yet takes over those components which
it was not possible (or affordable) to rebuild. It thoroughly deserves the tag
‘modern” and more to the point, it is thoroughly worthy of the eventual
millions who will buy it.” – Steve Corpley, Car magazine (October 1982)
Mechanics of a an early Pinto-engined Ford Sierra
Transmission
The Sierra is rear-wheel drive, while many contemporaries
had switched to front-wheel drive. A 1983 brochure said “Ford choose rear wheel
drive for the Sierra because in a car of the Sierra’s size there’s no need for
the front-wheel-drive layout crucial to roominess in smaller cars like the
Fiesta and Escort.” It then lists the following
advantages ….
- Better handling, due to
even weight distribution.
- A lower bonnet line,
improving aerodynamics.
- It’s better at transmitting power from lager engines and provides better traction when towing.
Rear Suspension
The Sierra has rear semi-trailing arm independent suspension, replacing the Cortina’s live axle. “The estates have special modifications preventing the suspension intruding into the load area and self-levelling on the Ghia to maintain the correct ride height no matter the load.” – 1983 brochure
Front MacPherson strut suspension
Rack-and-pinion steering, with collapsible column and
anti-theft lock
Power steering an option for 2-litre engines and above
60-litre fuel tank
13-inch steel wheels
Brakes
“The servo-assisted front disc and rear drum brakes were
developed in the Alps, with wind-tunnel work perfecting their cooling airflow.
A deceleration-sensing valve counteracts rear-wheel lock-up in in emergency
stops.” – 1983 brochure
All Sierras had rear drum brakes, except most sporting models and those that had anti-lock brakes.
Self-adjusting cable operated handbrake
Sierras with the 2.0 L and Cologne V6 engines had an option of a limited slip differential
Catalytic convertors were introduced in European Fords in 1985. They were made compulsory in Europe in 1992.
Engines
The Sierra originally came with three engine models – the
Ford Pinto, the Ford Cologne V6, and the Peugeot XD2 diesel.
The straight-4 Pinto was available as a 1.3, 1.6, and a
2-litre.
In 1984, the Sierra was given a “lean burn” 1.8-litre Pinto engine, which became one of its most popular.
The V6 Cologne was available as a 2.0, 2.3, and (in the XR4i initially) 2.8-litre.
The 2.3-Litre straight-4 XD2 diesel featured “indirect fuel injection and pre-warm glo-plugs to help it start easily from cold.”
The Pinto was phased out from 1988, getting replaced with the Ford CVH and I4 DOHC engines to comply with stricter emissions regulations.
In 1990 a new Ford-made 1.8-litre turbocharged diesel replaced the Peugeot engine. It was called the Lynx and the Endura-D. All Sierras were fitted fuel injection as standard in 1990.
“The four-cylinder overhead camshaft engines have special new pistons and rings that reduce friction to increase fuel efficiency. High efficiency dual downpipe exhaust systems increase maximum power by two per cent and the transistorised breakerless ignition system is set up in production and maintains exceptional accuracy on the road.” – 1983 brochure
“Engine efficiency is maintained in the petrol-engined cars thanks to electronic breakerless ignition and the Ford Variable Venturi carburettor with automatic choke.” – 1983 brochure
Twin carburettors were fitted to the 2.0 and 2.3-litre
Duel overhead-valved engines were introduced in the Sierra in 1989
Gearbox
A number of Sierras (with 1.3, 1.6, 2.0-litre engines) used the Type-E “Rocket” 4-speed gearbox found in Cortinas. A 5-speed manual was an option for 1.6 and 2.0-litre engines, adding about 3mpg at 56mph in the 1.6. A C3 3-speed (4-speed from 1985) automatic gearbox was available for 1.6, 2.0 and 2.3-litre engines. Until 1989, all 5-speed manual Sierras (except two-wheel drive Cosworths) used the Type-9 gearbox, Ford’s first 5-speed manual gearbox. Two-wheel drive Cosworths used the stronger Borg-Warner T5 gearbox, which is (loosely) the same gearbox used in Mustangs made at the time. From 1989 the MT75 gearbox was used in Sierras with four-wheel drive, V6 engines or engines with dual overhead valves.
The Interior of a Ford
Sierra Ghia
Although it is mechanically a Cortina, the Sierra looks and feels like a completely different vehicle. Although most people talk about its exterior appearance, the Sierra was also radical in its interior design as well. The Sierra has more interior room than the Cortina. The materials chosen to line the cabin were also a step up from the Cortina. This was the result of research conducted into female taste in upholstery and switchgear, via consumer clinics, during development. Structure valour Sandford and Chatsworth fabrics are used, together with cut pile carpet, and a brushed nylon headliner on the roof. Pictured here is the inside of a top-of-the-range Ghia model from late-1983, with all optional extras.
Boot Space
The Sierra saloon has 12.5 cu ft of boot space with parcel shelf, 6% larger than the Cortina. This increases to 24.4 cu ft with the shelf removed. With the rear seats down, it increases to 51.7 cu ft. The estate has 37 cu ft of boot space, which increases to 69 cu ft with the rear seats down.
Seats
“Designed for long distance comfort, the front seats have adjustable backrests and on some models the height of the driver’s seat and amount of lumber support can also be altered. The back seats are as comfortable as those in the front and on some models can be split 60/40 so the Sierra can carry both passengers and long loads at the same time.” – 1983 brochure
The Sierra was noted for its softer seat forms and the way their seat graphics were broken up in new ways, resulting in stunning designs.
Dashboard
The dashboard was designed by Jim Hirons. The instruments are arranged in the style of a cockpit, with the centre-console angled towards the driver. It was an ergonomic design idea popularized by BMW, chosen to send a message to buyers – the Sierra is a high-tech driver’s car; not just a Cortina replacement.
The instrument panel is split into four work zones.
The primary zone houses the main instruments in a black
plastic pod that popped out from the main panel surface.
Zone 2 houses switches for fog lights and rear wiper on
the outboard side of the panel.
Zone 3, below the centre air vents (a new design feature
at the time), houses the warning and information systems, including a bank of
six warning lights for oil, coolant, low fuel, low washer fluid, brake pads,
and seatbelts. An analogue and digital clock were also included. Top Ghia
models also included here a “graphic module” depicting the car in plan view to
show whether doors are open, and a low temperature “snowflake” ice warning.
Zone 4 houses the radio/cassette player, with spring-loaded cassette slots, and a speaker balance joystick.
Overhead is an aircraft-style roof console, with controls for the sunroof and (in the Ghia) two swivelling map lights.
Three-speed blower can change the air in the car every 18 seconds
Full-width soft-feel fascia pad
Three-lever fingertip control system for headlights,
indicators, wipers, washers, and (in base and L models) the horn
Four speaker sound system, with joystick control
(standard on GL, Ghia and XR4i)
Front door-operated interior light
Horn is two-tone in Ghia and XR4i
Front illuminated cigar light (all except base model)
Twin sun visors
Dipping rear view mirror
Passenger side vanity mirror (all except base model,
illuminated in Ghia and XR4i)
Rear head rests (Ghia only)
Seat valence (not in base model)
Central rear armrest (GL, Ghia saloons and XR4i only)
Carpeted lower door (GL, Ghia and XR4i only)
Front glove box central armrest (GL, Ghia and XR4i only)
Map pockets in back of front seats (Ghia and XR4is only)
Fabric-trimmed reclining front seats
Contoured fold-flat rear bench seat with split back (except in base model)
Inertia-reel front seat belts
Rear seat belts optional (initially)
Rear seat heat blinds (optional in Ghia saloon only)
Rear cigar light (GL, Ghia and XR4i only)
Electric front windows (Standard in Ghia, optional in GL
and XR4i)
Electric rear windows (Ghia only)
Boot light (except base Saloon)
Tool kit (standard in Ghia and XR4i)
The parcel shelf is covered in a needlepunch felt, and
housed an integrated first aid kit.
Carpeted boot floor
Launching the Sierra
The Ford Sierra was unveiled at the British International Motor Show in the NEC, Birmingham, on 22nd September 1982. Then it appeared at the Paris Motor Show in Paris on 30th September, before finally coming on sale on 15th October 1982. On 19th October, at the NEC, Ford UK’s director of sales, Roger Humm, announced that Ford had received 20,000 advanced orders, worth £110million and claiming over 2% of British new car sales.
At the Paris Motor Show, the Sierra was out-staged by another pioneer in aerodynamic saloons that was on the adjacent stand – the Audi 100. The launch of both cars marked the beginning of aerodynamic-designed cars in Europe.
In October 1982 the Victoria and Albert Museum in London hosted an exhibition about how the Sierra was designed. Arranged by design critic Stephen Bayley (with assistance from Martin Burgess), it was the first time a car design project had been presented at a public exhibition in the UK.
An Expensive-looking Lemon?
The idea of making it look and feel more expensive than it is worked. When tested (without badges to identify it) in consumer clinics, a majority felt that it was more expensive than the $2,000 target price. People were comparing it to BMWs and Audis. However, researchers didn’t ask if they would actually buy it. The author thinks maybe the price communicated that Ford may have cut corners to make such a nice-looking car possible, therefore, maybe Ford was making a lemon out of the Cortina. A total insult on the work of the many who made the Sierra.
Nothing else like it
The Sierra gain a lot of great
reviews by the motoring press, by people who knew cars. In the December 1982
issue of Auto, Motor und Sport, the German magazine compared the Sierra
to the recently updated Volkswagen Passat and the Opel Ascona (sold in the UK
as the Vauxhall Cavalier Mk II). In the road test, it was scored on about 100
aspects, each rewarding a max of 10 or 20 points. The Sierra scored the most
points. No Ford has ever outscored a Volkswagen in their road tests since. The
Sierra also nearly won the title of 1983’s European Car of the Year, ending
second behind the Audi 100. By the end of its first year, the Sierra won 15
international awards.
“The 380-member Guild of Motoring Writers agrees. It’s voted the Sierra Top Car 1983. In a field of 36, the Sierra polled 34 per cent more votes than its nearest rival” – 1983 brochure
“There’s arguably nothing else on the market that offers the same across-the-board combination of virtues.” – Executive Car
“If you think a BMW can cut around a corner, try a Sierra. If you think a Mercedes is quiet and smooth, try a Sierra. If you think a Mazda 626 is filled with electronic wonderment and inexpensive for what you get, try a Sierra.” – Rich Taylor, Popular Mechanics (April 1983)
The “Jelly Mould”
Ford thought its radical aerodynamic design would show it was made with efficiency in mind. But, despite the best efforts of Ford’s PR talk about its “aero styling,” people quickly nicknamed the Sierra the “jelly mould” and, because it was popular with fleet buyers, “the salesman’s spaceship.” People were not use to such designs …. let.
Building
Sierras
The Sierra was mostly built in Cologne, Germany, Genk, Belgium and the UK, in Dagenham, with some assembled in Cork, Ireland, General Pacheco, Argentina, Valencia, Venezuela, Pretoria, South Africa and Lower Hutt, New Zealand.
Initial Problems
After its launch, the Sierra was plagued with a number of issues. The Sierra was criticized for its poor directional stability in crosswinds. This was solved in 1985, with the addition of “strakes” (small spoilers) on the rear edge of the rubber seals of the rear most side windows. Then there were the bumpers exaggerated ability to hide crash damage. These issues hurt sales so much that the British press printed a story that Ford was going to reintroduce the Cortina!
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