Ford SIERRA For Sale

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(November 2008) Ford Sierra Manufacturer Ford Motor Company Production 1982–1993 Assembly Genk , Limburg Cologne , Germany Dagenham , England [ 1 ] Johannesburg , South Africa ( BG ) Predecessor Ford Cortina Ford Taunus Successor Ford Mondeo Class Mid-size car Body style(s) 3-door notchback / liftback 5-door notchback / liftback 4-door saloon 5-door estate Layout Front-engine , rear-wheel drive / four-wheel drive Engine(s) 1.3 L I4 SOHC 1.6 L I4 SOHC 2.0 L I4 SOHC 2.0 L I4 DOHC 1.6 L I4 CVH 1.8 L I4 CVH 2.3 L V6 OHV 2.8 L V6 OHV 2.9 L V6 OHV 5.0 L V8 OHV (South Africa only) 1.8 L I4 SOHC Turbodiesel 2.3 L I4 OHV Diesel Transmission(s) 3-speed automatic 4-speed automatic 4-speed manual 5-speed manual Related Ford Scorpio The Ford Sierra is a large family car built by Ford Europe from 1982 until 1993. It was designed by Uwe Bahnsen , Robert Lutz and Patrick le Quément . The code used during development was "Project Toni". Released on 21 September 1982, it replaced the Ford Cortina and Ford Taunus . Its aerodynamic styling was ahead of its time but many conservative buyers did not take fondly to the styling. Possibly for this reason (and the fact that the smaller Escort was enjoying an increase in sales during the early 1980s), and the early lack of a saloon variant, it was mainly manufactured in Germany, Belgium, and the United Kingdom, although Sierras were also assembled in Argentina , Venezuela , South Africa, and New Zealand. The Sierra was 1983 Semperit Irish Car of the Year in Ireland. Contents 1 Styling 1.1 1987 Facelift 2 Body styles 3 Sierra model range 3.1 Drivetrain options 4 Sierras outside Europe 4.1 South Africa 4.2 New Zealand 4.3 South America 4.4 North America 5 Mechanicals 6 XR4i and other sporting models 7 Turbocharged versions 8 Changes during production life 9 Popularity 10 References [ edit ] Styling Ford Sierra three-door hatchback (pre facelift) showing lights & grille fitted to middling specifications Ford Sierra five-door hatchback (post facelift) showing revised range-wide lights & lack of grille The first Ford vehicle to have the bold new "aero" look styling was the 1981 Ford Probe III concept car . The good reception this received encouraged Ford management to go ahead with a production car with styling almost as challenging. This "aero" look influenced Fords worldwide; the 1983 Ford Thunderbird in North America introduced similar rounded, flowing lines, and some other new Fords of the time adopted the look. The aerodynamic features of the Sierra were developed from those first seen in the Escort Mark III — the "Aeroback" bootlid stump was proved to reduce the drag coefficient of the bodyshell significantly, which was a class leading 0.34 at its launch, [ 2 ] though not as good as the 0.22 of the visually similar Ford Probe III concept car of the previous year. The aerodynamic styling of the Sierra would later be seen in North America's equally revolutionary Ford Taurus . At first, many found the design blob-like and difficult to accept after being used to the sharp-edged, straight-line styling of the Cortina , and it picked up nicknames such as "Jellymould" and "The Salesman's Spaceship" (the latter thanks to its status as a popular fleet car in the United Kingdom). Sales were slow at first. It was later in the Sierra's life that the styling began to pay off; ten years after its introduction, the Sierra's styling was not nearly as outdated as its contemporaries, even though all major competitors were newer designs, although the Sierra had been tweaked on several occasions. The most notable changes came at the start of 1987, with a major facelift the addition of a Sapphire saloon. As other manufacturers adopted similar aerodynamic styling, the Sierra looked more normal. The revolutionary design and new name of the Cortina replacement attracted notable criticism on television from comedian Alexi Sayle , who blasted the Sierra for "not speaking English volumes" the way the Cortina had. [ citation needed ] Early versions suffered from crosswind stability problems, which were addressed in 1985 with the addition of "strakes" (small spoilers), on the rear edge of the rubber seals of the rear most side windows. These shortcomings saw a lot of press attention, and contributed to early slow sales. Other rumours that the car hid major crash damage (in part true, as the new bumper design sprung back after minor impact and couldn't be "read" to interpret major damage) also harmed the car's reputation. This reached near-hysterical heights at one point with UK press making a report that Ford would reintroduce the previous Cortina model out of desperation. However, these reports were swiftly denied by Ford's overheads. At its launch some of the Sierra's external styling differed depending on the specification. In place of the model's regular 2-bar grille, which was unpainted on the lowest specification model, the Ghia featured a narrower blanked-off grille between wider, but still inset, headlights while the front bumper was also restyled and featured combined indicator/foglight units compared to the lower specification model's slimmer but wider indicator units. The XR4i had an identical front end to the Ghia, bar the bumper which was slightly different. The rear lights of the Ghia were the same shape and layout as other models, but featured tiny horiziontals strakes on the lenses to give the impression that they were smoked. A couple of years later all the lower spec models adopting the Ghia and XR4i's front grille and headlight treatment. [ edit ] 1987 Facelift In 1987 the Sierra was facelifted. The front end was completely revised, with the biggest difference seeing the indicators now positioned above the bumper and to the side of a new headlight design, and while the grille again remained blanked-off UK versions of the newly introduced saloon bodystyle, badged Sierra Sapphire, featured a unique shallow black grille between the headlights. That apart, all specifications of the Sierra now shared a common front end, compared to the car's original styling. The rear lights were slightly altered. The XR4x4 was now based on the 5 door hatchback bodystyle and featured different front and rear body-coloured bumper styling, along with wider side rubbing strips. The RS Cosworth was now based on the newly introduced saloon bodystyle and featured another style of front bumper as well as the black grille which was only found on UK versions of the saloon bodystyle. It was narrowly beaten to the European Car of the Year award by the Audi 100 . [ 3 ] The Sierra was Ford's answer to the similar-sized Opel Ascona , which had been launched a year earlier with front-wheel drive and a hatchback bodystyle. Unusually in its sector by that time, the Sierra was still rear-wheel drive . It was a strong competitor for other rivals of the early 1980s, including the Talbot Alpine , Peugeot 505 and Morris Ital and the Citroen BX , but later in its life it had to compete with the Austin Montego (1984), Peugeot 405 (1987) and Opel Vectra (1988). [ citation needed ] [ edit ] Body styles Ford Sierra estate, with original aero design, and front panel of higher-specification models 1993 Ford Sierra Sapphire, a the four-door saloon model that was added to the range in 1987, showing the grille latterly introduced to the front panel (on all body styles) In another departure from tradition, the Sierra was initially unavailable as a saloon. At its launch it was available as a 5-door hatchback and a 5-door estate , and from 1983 as a 3-door hatchback. Until the launch of the Orion in 1983, the larger and more expensive Granada was the only saloon-bodied car available in the European Ford range. During the life of the car, two different styles of 3-door body were used; one with two pillars rear of the door, looking very much like a modified 5-door frame, as used on the high-performance XR4i; and a one-pillar design used on standard-performance 3-door hatchbacks and also at the other end of the scale as the basis for the very high-performance RS Cosworth . At the time of the car's launch, both styles were already envisaged, and a demonstration model with one style on either side was displayed at a Sierra design exhibition at the Victoria and Albert Museum in London. The Ford Cortina had been manufactured in saloon and estate bodystyles but after the switch to the Sierra, combined with the redesign of the Ford Escort to Mark III level in 1980 and the introduction of the Ford Granada Mark III in 1985, Ford had changed its saloon-based line-up into a hatchback-based one. The company launched the Ford Orion in 1983 to fill the gap in the saloon range between the late Cortina and the new Sierra. Ford found that customers were more attached to the idea of a saloon than they had expected, and this was further addressed in 1987 by the production of a saloon version of the Sierra. In the UK, this model was called the Ford Sierra Sapphire . This differed from the other Sierra models in having a traditional black grille, which only appeared in right hand drive markets. The 3-door Sierra was dropped in the UK in 1985, although the Cosworth version continued. Production of the 3-door Sierra continued in Europe, including after the Sierra range was given a facelift in 1987. The remodelled 3-door was never offered in the UK, having been withdrawn in 1984. [ edit ] Sierra model range [ edit ] Drivetrain options The Sierra was available with a wide range of engines: 1.3 OHC (1294 cc; 60 PS (44 kW; 59 hp) Pinto engine , available in standard or economy tune; 1.6 OHC (1593 cc; 75 PS (55 kW; 74 hp) Pinto engine , available in standard or economy tune; 2.0 OHC (1998 cc; 105 PS (77 kW; 104 hp) Pinto engine ; 1.8 OHC 90 PS (66 kW; 89 hp) Pinto engine (from 1984); 2.0 OHC 115 PS (85 kW; 113 hp) Pinto engine with fuel injection (from 1985); 1.8 OHC 90 bhp (67 kW; 91 PS) CVH Engine (from 1989) 1.8 TD 75 PS (55 kW; 74 hp) Endura-D engine (from 1989); 2.0 DOHC (1998 cc; 125 PS (92 kW; 123 hp) DOHC engine (from 1989); 2.3 V6 (2294 cc; 114 PS (84 kW; 112 hp) Cologne V6 engine ; 2.3 D (2304 cc, 67 PS (49 kW; 66 hp) Peugeot Diesel engine ; 2.8i (2792 cc; 150 PS (110 kW; 148 hp) Cologne V6 engine (XR4i, from 1983) 2.9i (2935 cc; 145 PS (107 kW; 143 hp) Cologne V6 engine (XR4x4, from 1987) RS Cosworth (1993 cc; 204 PS (150 kW; 201 hp) YB Turbo ) (from 1986) 1300, 1600 and 2000 engines all have a 4-speed manual gearbox; a 5-speed manual gearbox was optional with 1600 and 2000 engines, and standard with the 1600 Economy engine, the 2300 and 2300 Diesel. An optional 3-speed automatic transmission was available with 1600, 2000 and 2300 engines. Sporting models utilized the 2.8 / 2.9 litre V6 engines coupled to a four wheel drive system (GLS4X4/XR4x4) and, more notably the well known Cosworth model which was powered by a turbocharged 16 valve 4-cylinder engine known as the YB which was based on the Ford 'Pinto' block. The Ford Sierra Cosworth was first introduced in 1985 as a three door hatchback, with a 2 litre DOHC turbo engine producing 204 PS (150 kW; 201 hp). At the time Ford wanted to compete in group A touring cars and therefore eligible to produce a limited run of 10% of the initial production, therefore this would be 500 cars. this was known as an 'evolution' model. Ford employed Tickford to help with the development. The Sierra RS500 as it was known sported a small additional rear spoiler, and larger front chin spoiler, extra cooling ducts for the engine, brakes and intercooler. Under the bonnet a larger turbo and intercooler was fitted along with an extra set of injectors, so instead of the standard four injectors it was built with eight, although in road trim these extra injectors did not function. These modifications produced 225 PS (165 kW; 222 hp) in road trim and around 550 hp (410 kW) in race trim. They were very successful in motorsport [ citation needed ] and are highly tunable road cars with a very large following. In 1987, Ford introduced a four door saloon (marketed in the UK as the Sierra Sapphire), which was sold alongside the hatchback and estate until the Sierra was replaced by the Mondeo in early 1993. The last Sierra rolled off the production line in December 1992. [ edit ] Sierras outside Europe [ edit ] South Africa In South Africa, the Sierra range featured both the hatchback and station wagon and production began at the Silverton (Pretoria)plant in 1985/6. The restyled Sierra range differed from its European equivalent by featuring the traditional black grille of the Sierra Sapphire sedan (known simply in South Africa as the Sapphire) on the hatchback and wagon. (Later, the grille would feature on these models in Europe.) Versions sold in South Africa were available with 1.6 Ford Kent engine and 2.0 (Cologne) 4-cylinder, 2.3 V6 (Cologne) or 3.0-litre V6 (Essex) petrol engines. While the Cortina MkV in South Africa had retained the old 3.0 V6 Essex engine, the Sierra was initially given the new 2.3 V6 Cologne motor, this being fitted to the top of the line model only. However, owing to the low cost of petrol, and the popularity of the old Cortina XR6, a Sierra XR6 was launched in 1986/7, featuring the old Essex, initially producing 103 kW (138 hp). Versions were LX, GL and GLX, the Ghia trim level was not available for the South African market except on the Ford Sapphire, the sedan version and the Ford Falcon . As the 2.8/2.9 Cologne was never launched in South Africa, the venerable and popular Essex V6 remained the best normal production engine fitted to the Sierra. At the top of the range, the 2.3 GLS quickly gave way to a 3.0 GLX flagship model (producing less power but more torque than the XR6) and that was the end of the Cologne in South Africa, even the station wagon receiving the 3.0 V6 Essex. By 1985, the Sierra had become the largest Ford model, following the demise of the Granada . Towards the end of its production life, the Essex was modified again - the standard carb version tuned to produce 110 kW (150 PS; 148 hp) from 1991 to 1993, while a fuel injected version was available from 1992 to 1993. Fitted to the Sierra as the 3.0i RS (replacing the XR6) and to the Sapphire sedan as the Sapphire Ghia (replacing the 3.0 GLX), the fuel-injected Essex put out around 117 kW (157 hp) and was the most powerful Sierra/Sapphire version sold in South Africa, excluding the small number of XR8s built for homologation purposes (see next paragraph). Uniquely, the South African market also saw the introduction of a 5.0L XR8 between 1986 and 1988. A limited number of 250 Sierras were made for the purposes of homolgation, as this model was the premier Ford used in Group N racing. The 1.6 Kent continued almost unchanged during the 9 year life of the Sierra/Sapphire, while the 2.0 Cologne was revised several times, being fitted to the Sierra 2.0 GL and GLE and later to the stripped down Sierra 2.0 LX and Sapphire 2.0 GL and GLE models. It eventually even received fuel injection in the Sapphire 2.0GLi, boosting the power from 77 kW (103 hp) to 85 kW (114 hp). The Sierra was eventually replaced in South Africa by the Telstar in 1993. Samcor , which assembled Ford models under license after Ford had divested from the country, was already assembling the smaller Laser and Meteor , alongside the Mazda 323 , on which they were based, as well as an earlier version of the Mazda 626 . The Telstar was finally replaced by the Mondeo in 1998. [ edit ] New Zealand Whereas British buyers rued the absence of a saloon version of the Sierra, in New Zealand, it was the absence of an estate (a "station wagon" there) that customers missed, when Ford New Zealand replaced the Cortina with the Ford Telstar range. This led to Ford importing CKD ("completely knocked down") kits of the Sierra wagon for local assembly in 1984. The wagon was offered in 1.6 (base) and 2.0 litre "L" and "Ghia" models initially, and proved to be a strong seller. In one month in 1987, the facelifted Ford Sierra, by then a single station wagon model, was the country's top-selling car range. [ 4 ] However, Ford cancelled the Sierra once Mazda, which developed the Telstar, could offer a station wagon. The Telstar wagon, while popular, never reached the Sierra's heights, especially its competition successes overseas. Further reasons could be customers' knowledge of the Telstar's Japanese roots, and that the equivalent Mazda 626 wagon offered a considerably longer warranty at a similar price. Relative rejection of the Telstar forced Ford to import completely built-up (CBU) premium models built in Genk , Belgium from 1990: the Sierra 2.0 GLX Wagon, the Sierra Sapphire 2.0 Ghia and the XR4×4 were part of this range. The advertising copy read, "Introducing the new car that needs no introduction." However, a relatively high price did not help – the Wagon began at over NZ$31,000 – and production errors in the launch brochure showed cars with no steering wheels. Furthermore, any marketing boosts Ford could have gained through Group A touring car racing were over with the Escort Cosworth becoming the company's standard-bearer in competition (and the Escort, meanwhile, was absent from the New Zealand market). The Sierra was withdrawn from the New Zealand market in 1992, and it would be another five years before its European successor the Mondeo would arrive there. By contrast, the Sierra was never sold in Australia, as there was less demand for a medium-sized wagon than in New Zealand, although the RS Cosworth/RS500 was used in the Australian Touring Car Championships from the late 80's and early 90's. [ edit ] South America In South America, the Sierra was produced in Argentina and Venezuela . In Argentina, it was offered in three and five-door hatchback and station wagon bodystyles. The facelifted post-1987 model was built in Venezuela, but not in Argentina until 1989, where the range continued with a Merkur XR4Ti-like grille until 1991 for XR4 and 1992 for four door models, when it was replaced by the Volkswagen Santana -based Galaxy . The 1.6 L was offered in GL model only, LX, Ghia, Ghia SX and XR4 were based in a 2.3 engine with some differences. Some Ghia models also featured automatic transmission as an optional. The station wagon was called the Sierra Rural — "Rural" being used for station wagons in Argentina in the same way "Turnier" is used in Germany. GL model was the base model replaced by the LX with same equipment. XR4 was replaced by the 4-door Ghia SX. [ edit ] North America Main article: Merkur XR4Ti 1985 Merkur XR4Ti, showing front panel also used by pre-facelift Ghia models, and the three-door XR4's unusual combination of short side doors from a five-door model, with the five-door model's rear quarterlight In the USA, the Ford Sierra and the Ford Scorpio were offered under the failed Merkur brand. The Sierra was imported as a three door only, and called the XR4Ti (similar to sub-model designations in other markets). The Sierra name was not used by Ford in the US; the market had already seen the similar-sounding Oldsmobile Ciera , and the Sierra name was used by General Motors Corporation from the 1970s as a trim level on its pickup trucks . The car was offered from the start of the Merkur brand in 1985 until 1989. It was equipped with a 2.3 L variant of the SOHC "Pinto" engine, equipped with a turbocharger and fuel injection but no intercooler. The Merkur brand is claimed to have been a commercial flop. The reasons vary. Safety and emissions regulations in the U.S. forced Ford to make costly modifications, resulting in relatively high prices. Exchange rates also fluctuated too frequently. Moreover, since Merkurs were sold at Lincoln - Mercury dealers, many customers were more attracted towards Mercury models because of their lower prices. Ironically, the XR4Ti outsold all the European XR variants combined, making it the most successful "XR" model. [ edit ] Mechanicals Unlike many of its rivals, the Sierra retained rear wheel drive , albeit with a modern, fully independent rear suspension , departing from the Cortina's live axle . In the beginning the Sierra used engines and transmissions from the Taunus / Cortina. The engines were of two types, the SOHC Ford Pinto engine in 1.3, 1.6, 1.8 and 2.0 L displacements , and the OHV Cologne V6 engine (in 2.3 and 2.8, rarely 2.9 L capacities). Towards the end of the 1980s due to tightening emission standards, the Pinto engine began to be phased out-the 1.8 in 1988 replaced by a 1.8 CVH, the 2.0 in 1989,replaced with the Ford I4 DOHC engine and the 1.6 in 1992, replaced by the 1.6 CVH first seen in the Escort in 1980, described as a "CFi", a single point fuel injection system with a catalytic converter.The 2.9 L Cologne engine was available in the Sierra XR4x4 and the rear wheel drive Sierra Ghia. Models with the 2.0 L and Cologne V6 engines had an option of a limited slip differential . Models built until 1989 used the type 9 gearbox that had been used in the Cortina, with the exception of 2WD Cosworth models that used the T5. The T5 had several variations, most were internal. This was basically the same transmission used in the Ford Mustang. The .80 overdrive gears where the weak link.Improved versions by www.5speeds.com ; it was later superseded by the MT75 unit (for DOHC, 4X4 and V6 models). All Sierras had rear drum brakes , except sporting models (2.0iS (some), 2.0 GLX & GLS, XR4x4, Sierra Cosworth, other special/sporting models inc 2.0i 4x4) and models with anti-lock brakes . American versions meanwhile were sold only with a 2.3 L four cylinder turbocharged version of the Pinto engine. The Sierra also had a diesel option on the engine, namely at launch the 2.3 L normally aspirated 67 PS (49 kW; 66 hp) Diesel made by Peugeot. This engine was also used in contemporary Granadas and whilst reliable and economical it made an unrefined, noisy and very slow vehicle, but remained a popular option for Taxi firms. This was later superseded in 1990 by a 1.8 L turbocharged powerplant of Ford's own design which offered better response times and slightly more power. [ edit ] XR4i and other sporting models 1987 Ford Sierra RS500 Cosworth In 1983, the high-performance XR4i version was introduced. It utilised the same 2.8 L Cologne engine as used in the Ford Capri 2.8 Injection of that era and sported a restyled version of the 3-door Sierra bodyshell. The double rear spoiler and curious multi-pillared rear windows were considered over-styled by some prospective buyers, and the car never achieved the cult status of the smaller Fiesta XR2 and Escort XR3i. A version of the XR4i with a 2.3 L turbocharged engine was sold in the United States as the Merkur XR4Ti . The XR4Ti was raced in Europe, most noticeably by Andy Rouse who used one to win the 1985 BTCC. In South Africa, there was a 3.0 L V6 version, called the XR6, while a limited run of 250 eight-cylinder XR8s were made in South Africa for saloon car racing homologation in 1984. These were based on the Ford Windsor 302 engine . In 1985 the XR4i was replaced by the XR4x4, which was based on the five-door hatchback, had four wheel drive and was powered by the same 2.8 L V6 engine. By the end of its production in 1990, 23,540 had been produced. From 1990 to 1993 the XR4x4 was available with both the revised 2.9EFi and 2.0 DOHC EFi engines. The XR4i also made a reappearance (as a badging exercise) in 5-door form but with the DOHC 2.0 engine instead of the V6. In 1989, Ford nodded towards its past and created the Sierra 2.0i 2000E, a model name used with limited success on the Mk3 Cortina. The Sierra 2000E had two-tone metallic paint, alloys and leather/wood interior and was offered in saloon form. It was not a great sales success and was only a limited run. In Argentina the non-injected XR4 model was equipped with the Taunus 2.3 engine and was produced between 1986 and 1991. In this market the most direct rival was the Renault Fuego 2.2. In July 1986, a special version called the Ford Sierra RS Cosworth was launched, using a 204 PS (150 kW; 201 hp) 2.0 L DOHC engine developed by Cosworth, with a Garret T3 turbocharger and intercooler . It was designed by Ford's Special Vehicle Engineering (SVE) group and made in Ford's Genk factory in Belgium for use in group A. It was based on a three-door Sierra with the dashboard from the Merkur XR4Ti. The car was available in only white, black or Ford's 'Moonstone Blue' and only 5545 were made. In 1987, a 225 PS (165 kW; 222 hp) Sierra Cosworth, the RS500, was sold alongside the regular version. Only 500 were produced as the minimum number of road-going cars required to meet with newly introduced homologation racing rules, allowing it to compete in evolution form for group A racing. The car was modified by the Tickford Engineering Company in conjunction with Ford. Revisions included uprated brakes and larger brake cooling ducts and modified front and rear spoilers (a second smaller rear spoiler was added beneath the large "whale-tail"), a modified front bumper to allow extra cooling for a larger intercooler, as well as various engine upgrades including a larger turbocharger and a second fuel rail (which did not operate on road models). Race outputs were as high as 550 bhp (410 kW; 558 PS), in which the Sierra dominated group A series around the world. Racing versions of the Cosworth were highly successful in European and World touring car racing throughout the late 1980s and early 1990s', and the RS500 helped Ford to win the manufacturer's title in the 1987 World Touring Car Championship. Ford was forced to fall back on the Sierra for rallying from 1987, after the banning of the Group B formula. With only rear-drive, the Sierra struggled to compete on looser surfaces but was very quick on asphalt, Didier Auriol winning his first World Championship rally in a Sierra in Corsica, 1988. It was replaced by the 4x4 Sapphire version from 1990, which never managed to win a World Championship event but became a popular and successful car in national championships. The Sierra was replaced by the Escort Cosworth in 1993. In 1988, a new Cosworth was produced which was based on the Sierra Sapphire saloon. 13,140 were produced until it was replaced in 1990 by a four wheel drive version, the Sierra Sapphire RS Cosworth 4x4, of which 12,250 were built. Its replacement came in the form of the Escort RS Cosworth which appeared in 1992, which used a shortened and developed version of the Sierra platform and running gear but clothed with an Escort-esque bodyshell and the return of the whale-tail spoiler. [ edit ] Turbocharged versions Turbocharged versions of the Sierra were also available as post-production models from companies like Janspeed and, most notably, from Turbo Technics. The XR4x4 2.8 was available with a range of aftermarket kits pushing power from 150 PS (110 kW; 148 hp) to over 200 hp (149 kW). The 2.9 got a twin-turbo setup, available with variants up to 280 hp (209 kW). Even the DOHC version got a single turbo kit, of which only a small number were made. Turbo Technics even sold their own pre-prepared Sierra known as the Minker ; only a handful were ever produced, as they cost significantly more than Ford's own RS Cosworth. In Finland, tax laws made the 1.3 L-engined Sierra an attractive business car in the mid 1980s. A number of these underpowered engines were turbocharged by local Ford dealers in order to gain 2.0 L engine power with 1.3 L tax fees to the owner of the vehicle. The 1.6 L and 2.0 L OHC engines were also turbocharged. Some of these "Stockmann Turbo" Sierras, called so after a major dealer that made the conversions, are still running today. [ edit ] Changes during production life In 1987, the Sierra was given some minor styling revisions (the windows were slightly enlarged, while the front fascia was tweaked), and a saloon (Ford Sierra Sapphire) version was introduced. Some detail styling changes were made in 1990, when the dashboard styling was freshened up, the front was given clear-lensed indicators, the rear given smoked rear lamp lenses, the steering wheel redesigned and a new front grille was added, together with fuel injection as standard, a new DOHC I4 engine (2.0 litre models), 15" wheels and rear disc brakes. A further revision to the interior trim (dash and door trimmings) and bumpers appeared for the 1992 line-up. UK production of the Sierra ceased, with right hand drive production moving to Belgium. By the early 1990s, however, it had become clear that the Sierra had fallen out of step technologically against modern Japanese rivals which offered multi-valve engines and multi-link rear suspension. All of these features appeared on the Sierra's replacement, the front wheel drive Mondeo , which was unveiled at the end of 1992 and launched the following March. [ edit ] Popularity The Sierra is the tenth most popular car to have been sold in Britain, with 1,299,993 units having being sold. [ 5 ] The first were sold in October 1982, and stocks lasted for around two years after the end of production - with more than 200 models being sold in 1994 and at least one example being sold in 1995 (in February as an M-registered model). [ 6 ] [ edit ] References ^ "Facilities | Ford Motor Company Newsroom" . Media.ford.com . http://media.ford.com/plant_display.cfm?plant_id=134 . Retrieved 2010-09-18 .   ^ "Ford Sierra" . The Independent. 2007-11-06 . http://www.independent.co.uk/life-style/motoring/classic-cars/ford-sierra-399114.html . Retrieved 2010-12-06 .   ^ "Previous winners" . Car of the year . http://www.caroftheyear.org/previous-winners/1983_1/coty . Retrieved 2010-09-18 .   ^ "the Persuader Blog: The missing wagon" . Jack Yan. 2006-10-15 . http://www.jackyan.com/blog/2006/10/missing-wagon.html . Retrieved 2009-05-09 .   ^ "icLiverpool - Recession-proof wise-buys revealed" . Icliverpool.icnetwork.co.uk. 2009-03-17 . http://icliverpool.icnetwork.co.uk/motors/advice/tm_headline=recession-proof-wise-buys-revealed&method=full&objectid=23171460&siteid=63127-name_page.html . Retrieved 2010-09-18 .   ^ http://passionford.com/forum/general-discussion/289060-my-2nd-1st-post-l-reg-sierras.html v   •   d   •   e « previous — Ford car timeline, European market, 1980s–present Type 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 City car Ka I Ka II Supermini Fiesta I Fiesta II Fiesta III Fiesta IV Fiesta V Fiesta VI Small family car Escort Mk3 / Orion I Escort Mk4 / Orion II Escort Mk5 / Orion III Escort Mk5b Escort Mk6 Focus I Focus II Large family car Cortina V / Taunus III Sierra I Sierra II Mondeo I Mondeo II Mondeo III Mondeo IV Executive car Granada II Scorpio I / Granada III Scorpio II Coupé Capri Puma Probe Cougar Crossover SUV Kuga Mini MPV Fusion Compact MPV C-MAX I C-MAX II Large MPV S-MAX Galaxy I Galaxy II Galaxy III v   •   d   •   e Ford cars made for the European market Köln  · Y  · Rheinland  · Eifel  · C Ten  · CX  · 7Y  · 7W  · Prefect  · Anglia  · Pilot  · Zephyr  · Consul  · Squire  · Taunus  · Vedette  · Comète  · Cortina  · Popular  · Classic  · Corsair  · Escort  · Capri  · Granada  · Fiesta  · Sierra  · RS200  · Orion  · Scorpio  · Probe  · Mondeo  · Galaxy  · Ka  · Puma  · Focus  · Cougar  · Maverick  · Fusion  · GT  · C-Max  · S-Max  · Kuga || Ford Sierra RS Cosworth From Wikipedia, the free encyclopedia Jump to: navigation , search Ford Sierra RS Cosworth Manufacturer Ford Motor Company Production 30,932 (total): 5,042 (3d, 1986) 500 (RS500, 1987) 13,140 (4d 2wd, 1988-1989) 12,250 (4d 4WD 1990-1992) Body style(s) 3-door hatchback (1986-1987) 4-door notchback (1988-1992) Layout front engine, rear wheel drive (1986-1989) four wheel drive (1990-1992) Engine(s) Cosworth YBB, 204 hp (1986) Cosworth YBD, 224 hp (1987) Cosworth YBB, 204 hp (1988-1989) Cosworth YBG/YBJ, 220 hp (1990-1992) Transmission(s) 5-speed Borg Warner T5 (1986-1989) Borg Warner MT75 (1990-1992) Length 446 cm (1986-1987) 449 cm (1988-1992) Width 173 cm (1986-1987) 170 cm (1988-1992) Height 138 cm (1986-1992) Curb weight 1217 kg (1986-1987) 1206 kg (1988-1989) 1305 kg (1990-1992) Related Ford Escort RS Cosworth The Ford Sierra RS Cosworth was the result of a Ford Motorsport project with the purpose of producing an outright winner for Group A racing in Europe. [ 1 ] Contents 1 Development 2 Production 3 Sierra RS500 Cosworth 4 Motorsport achievements 5 2wd Sierra Sapphire RS Cosworth 6 Sierra RS Cosworth 4x4 7 References [ edit ] Development The project was defined by Stuart Turner in the spring of 1983. He had then recently been appointed head of Ford Motorsport in Europe, and he realized right away that Ford was no longer competitive in this area. Turner got in touch with Walter Hayes , at the time Vice President of Public Relations at Ford, to get support for the project. Hayes had earlier been the driving force behind the development of the Ford GT40 that won Le Mans in 1966 , and the Cosworth DFV engine that brought Ford 154 victories and 12 World Championships in Formula One during the Sixties and Seventies. Hayes found the project very appealing and promised his full support. Turner then invited Ken Kohrs , Vice President of Development, to visit Ford’s long time partner, the automotive company Cosworth , where they were presented a project developed on Cosworth’s own initiative, the YAA engine. This was twin cam, 16-valve engine based on Ford’s own T88 engine block, better known as the Pinto . This prototype proved an almost ideal basis for the engine Turner needed to power his Group A winner. Therefore, an official request for a turbocharged version (designated Cosworth YBB) capable of 180 HP on the street and 300 HP in race trim, was placed. Cosworth answered positively, but they put up two conditions: the engine would produce not less than 150 kW (204 HP) in the street version, and Ford had to accept no less than 15,000 engines. Turner’s project would only need about 5,000 engines, but Ford nevertheless accepted the conditions. The extra 10,000 engines would later become one of the reasons Ford also chose to develop a four door, second generation Sierra RS Cosworth. To find a suitable gear box proved more challenging. The Borg-Warner T5 , also used in the Ford Mustang , was chosen, but the higher revving nature of the Sierra caused some problems. Eventually Borg-Warner had to set up a dedicated production line for the gear boxes to be used in the Sierra RS Cosworth. Many of the suspension differences between the standard Sierra and the Cosworth attributed their development to what was learned from racing the turbocharged Jack Roush IMSA Merkur XR4Ti in America and Andy Rouse 's successful campaign of the 1985 British Saloon Car Championship . Much of Ford's external documentation for customer race preparation indicated "developed for the XR4Ti" when describing parts that were Sierra Cosworth specific. Roush's suspension and aerodynamics engineering for the IMSA cars was excellent feedback for Ford. Some production parts from the XR4Ti made their way into the Cosworth such as the speedometer with integral boost gauge and the motorsport 909 chassis stiffening plates. In April 1983, Turner’s team decided on the Sierra as a basis for their project. The Sierra filled the requirements for rear wheel drive and decent aerodynamic drag. A racing version could also help to improve the unfortunate, and somewhat undeserved, reputation that Sierra had earned since the introduction in 1982. Lothar Pinske , responsible for the car’s bodywork, demanded carte blanche when it came to appearance in order to make the car stable at high speed. Experience had shown that the Sierra hatchback body generated significant aerodynamic lift even at relatively moderate speed. After extensive wind tunnel testing and test runs at the Nardò circuit in Italy, a prototype was presented to the project management. This was based on an XR4i body with provisional body modifications in fibreglass and aluminium. The car’s appearance raised little enthusiasm. The large rear wing caused particular reluctance. Pinske insisted however that the modifications were necessary to make the project successful. The rear wing was essential to retain ground contact at 300 km/h, the opening between the headlights was needed to feed air to the intercooler and the wheel arch extensions had to be there to house wheels 10” wide on the racing version. Eventually, the Ford designers agreed to try and make a production version based on the prototype. In 1984 Walter Hayes paid visits to many European Ford dealers in order to survey the sales potential for the Sierra RS Cosworth. A requirement for participation in Group A was that 5,000 cars were built and sold. The feedback was depressing. The dealers estimated they could sell approximately 1,500 cars. Hayes didn’t give up however, and continued his passionate internal marketing of the project. As prototypes started to emerge, dealers were invited to test drive sessions, and this increased the enthusiasm for the new car. In addition, Ford took some radical measures to reduce the price on the car. As an example, the car was only offered in three exterior colours (black, white and moonstone blue) and one interior colour (grey). There were also just two equipment options: with or without central locking and electric window lifts. [ edit ] Production The Ford Sierra RS Cosworth was first presented to the public at the Geneva Motor Show in March 1985, with plans to release it for sale in September and closing production of the 5,000 cars in the summer of 1986. In practice, it was launched in July 1986 and 5545 were manufactured in total of which 500 were sent to Tickford for conversion to the Sierra 3 door RS500 Cosworth. The vehicle was manufactured in both RHD (Right Hand Drive) for the UK market, and LHD (Left Hand Drive) for Europe. The following number of vehicles were registered in the UK: 1985 10 1986 1064 1987 579 Total 1653 This section requires expansion . [ edit ] Sierra RS500 Cosworth Ford Sierra RS500 Cosworth. Mike Moreton was head of the team that planned to develop an evolution edition aimed at making the car unbeatable on the race tracks. In March 1987, Aston Martin in Tickford was signed for the job of converting the 500 cars. The Cosworth RS500 was announced in July 1987 and was homologated in August 1987. The main difference to the Sierra 3 door Cosworth was the uprated Cosworth competition engine. Its new features were [ 2 ] : The engine had a thicker walled cylinder block to cope with the rigours of the track. A larger Garrett T31/T04 turbocharger. A larger air-air intercooler. A second set of 4 fuel injectors and a second fuel rail (unused in the roadgoing version). The fuel pump was uprated. A reworked induction system to allow higher power outputs to be realised. The oil and cooling system were both also uprated. The rear semi-trailing arm beam had extended but unused mounting points. The RS500 also had minor external cosmetic differences to its parent the Sierra 3 door Cosworth: The rear tail gate had a lower spoiler in addition to the upper whale tail, which had an added lip. Discrete RS500 badges on the rear tail gate and front wings. A redesigned front bumper and spoiler to aid cooling and air flow, including the removal of the fog lamps and their replacement with intake grilles to supplement brake cooling Exactly 500 RS500s were produced, all of them RHD for sale in the UK only - the biggest market for this kind of Ford car. It was originally intended that all would be black, but in practice a few white and Moonstone Blue cars slipped through. [ 1 ] [ edit ] Motorsport achievements The car also fulfilled Ford's expectations on the race track. The 1987 World Touring Car Championship came like a gift to Ford. Competent BMW drivers, some trouble with gear boxes, amongst other things, and only 340 HP in the first Sierra RS Cosworth prevented Ford from dominating the first half of the season. In August 1987 the Sierra RS500 Cosworth was homologated. Fords took pole position in all the remaining six events, and was first over the finishing line in five of them. Disqualification from the 1987 James Hardie 1000 for wheel arch panel irregularities though was a bitter pill for the Fords, depriving Steve Soper and Pierre Dieudonné of the World Championship and handing it to BMW driver Roberto Ravaglia . The Eggenberger Motorsport team did however claim the entrants prize. [ 3 ] This section requires expansion . [ edit ] 2wd Sierra Sapphire RS Cosworth The second generation 4 door Sierra Sapphire Cosworth was assembled in Genk, Belgium, with the UK-built Ford-Cosworth YBB engine. Cylinder heads on this car were early spec 2wd heads and also the "later" 2wd head which had some improvements which made their way to the 4X4 head. Suspension was essentially the same with some minor changes in geometry to suit a less aggressive driving style and favour ride over handling. Spindles, wheel offset and other changes were responsible for this effect. Approximately 13,140 examples were produced during 1988-1989 and were the most numerous and lightest of all Sierra Cosworth models. Specifically the LHD models which saved weight with a lesser trim level such as roll up rear windows, no air conditioning etc. In the UK, the RHD 1988-1989 Sierra Sapphire RS Cosworth is badged as such with a small "Sapphire" badge on the rear door window trims. All 1988-1989 LHD models are badged and registered as a Sierra RS Cosworth with no Sapphire nomenclature at all. "Sapphire" being viewed as a Ghia trim level that saw power rear windows, air conditioning and other minor options. Enthusiasts of the marque are mindful of this and will describe the LHD cars by their body shell configuration, 3 door or 4 door. Example: 4 door Sierra RS Cosworth. [ edit ] Sierra RS Cosworth 4x4 Ford Sierra RS Cosworth 4x4. In January 1990 the third generation Sierra RS Cosworth was launched, this time with four wheel drive. As early as 1987, Mike Moreton and Ford Motorsport had been talking about a four wheel drive Sierra RS Cosworth that could make Ford competitive in the World Rally Championship. The Borg Warner T75 gear box that was considered an essential part of the project wasn’t available until late 1989 however. Ford Motorsport’s desire for a 3-door “Motorsport Special” equivalent to the original Sierra RS Cosworth was not embraced. The more discreet 4-door version was considered to have a better market potential. It was therefore decided that the new car should be a natural development of the second generation, to be launched in conjunction with the face lift scheduled for the entire Sierra line in 1990. The waiting time gave Ford Motorsport a good opportunity to conduct extensive testing and demand improvements. One example was the return of the bonnet louvers. According to Ford’s own publicity material, 80% of the engine parts were also modified. The improved engine was designated YBJ for cars without a catalyst and YBG for cars with a catalyst. The latter had the red valve cover replaced by a green one, to emphasize the environmental friendliness. Four wheel drive and an increasing amount of equipment had raised the weight by 100 kg, and the power was therefore increased to just about compensate for this. The Sierra RS Cosworth 4x4 received, if possible, an even more flattering response than its predecessors and production continued until the end of 1992, when the Sierra was replaced by the Mondeo . The replacement for the Sierra RS Cosworth was not a Mondeo however, but the Escort RS Cosworth . This was to some extent a Sierra RS Cosworth clad in an “Escort-like” body. The car was released in May 1992, and was homologated for Group A rally in December, just as the Sierra RS Cosworth was retired. [ edit ] References ^ a b Moreton, Mike (October 2007). Rallye Sport Fords - the inside story . Veloce Publishing Ltd. ISBN 978-1845841157 . ^ Pitt, Colin (2006). The Ford Sierra RS Cosworth . C P Press. ISBN 978-1841556666 . ^ Autosport, January 14, 1988 v   •   d   •   e Ford Rally Sport series Fiesta : RS Turbo  · RS 1800  · RS WRC Escort RS1600 (Mk.1)  · RS Mexico (Mk.1)  · RS2000 (Mk.1)  · RS1800 (Mk.2)  · RS2000 (Mk.2)  · RS Mexico (Mk.2)  · RS1600i (Mk.3)  · RS 1700T  · RS Turbo (Mk.3)  · RS Turbo (Mk.4)  · RS Cosworth (Mk.5)  · RS2000 (Mk.5)  · RS2000 (Mk.6)  · RS Cosworth (Mk.6)  · RS WRC Focus RS Mk.1  · RS Mk.2  · RS500  · RS WRC Capri RS2600  · RS3100 Sierra RS Cosworth  · RS500  · Sapphire RS Cosworth  · Sapphire RS Cosworth 4X4 Taunus Taunus 17M RS  · Taunus 20M RS Misc RS200 || The Ford Sierra Owners Club The Ford Sierra Owners Club welcomes owners of all types and models, from a 1600L through to a modified Cosworth or immaculate XR. The newsletter features tips, technical and maintennance information for the Ford Sierra, Ford Sierra Sapphire and Estate owner in addition to discounts, and access to club shows throughout the summer months. The Ford Sierra Owners Club - your real world source of Ford Sierra information, help and advice. This site requires the use of a version 4 or later browser as it includes frames and some use of Java and Style Sheets. If you are seeing this message, you may require newer browser software || Browse Upload Create Account Sign In Search Drifting-Ford Sierra XR4TI zeezeezee 91 videos Subscribe Subscribed Sign In or Sign Up now! Loading... Upgrade to Flash Player 10 for improved playback performance. Upgrade Now or More Info . close 657,698 Like Add to Share Embed Short URL Email MySpace orkut hi5 Blogger Live Spaces Bebo StumbleUpon Loading... This feature is not available right now. Please try again later. Sign In or Sign Up now! zeezeezee | May 24, 2006 | 1,091 likes, 49 dislikes Drifting from Poland Black Widow Project - Maciek Polody,drifting Ford Sierra... zeezeezee | May 24, 2006 | 1,091 likes, 49 dislikes Drifting from Poland Black Widow Project - Maciek Polody,drifting Ford Sierra XR4TI Category: Autos & Vehicles Tags: Black Widow Project drift drifting poland polska Bomfunk MC's - Track Star Link to this comment: Share to: Highest Rated Comments Marcinex22 10 months ago 44 @bmwwscapl  I own Ford Sierra and for me is one of the most beautiful cars in history. Marcinex22 10 months ago 44 Marcinex22 10 months ago 16 @bmwwscapl your father is ugly Marcinex22 10 months ago 16 see all All Comments (599) Respond to this video... Sign In or Sign Up now to post a comment! gameplay13 4 hours ago @iCRASHEDmy2jz should be gameplay13 4 hours ago Espenlien1996 8 hours ago @bmwwscapl i cont suck your d!ck couse you are sucking mine!! nuuuuuuuuubbb!!!!!!!! and BMW sucks Espenlien1996 8 hours ago Espenlien1996 8 hours ago @bmwwscapl  and u are even uglyer!! Espenlien1996 8 hours ago alojzbundy 5 days ago @ka3pa2010 hahaha ale knob z ciebie alojzbundy 5 days ago ka3pa2010 6 days ago @alojzbundy i am writing in English you twat, What you on about sheep?? kurwa cioto. iść i uczyć się mówić po angielsku ty cipo! ka3pa2010 6 days ago rumak0011 6 days ago Maciek jesteś zajebisty!!! rumak0011 6 days ago ctescort0 1 week ago better than ken block ctescort0 1 week ago alojzbundy 1 week ago @ka3pa2010 pisz po angielsku baranie alojzbundy 1 week ago iCRASHEDmy2jz 1 week ago is the car in the vid bone stock iCRASHEDmy2jz 1 week ago View all Comments » 1 2 3 4 5 6 7 Next Reply Block User Unblock User Loading... Suggestions 0:25 Add to Added to queue Ford Sierra Cosworth vs Kawasaki ZXR 1000 by autocentrumhalle Featured Video 84,201 views Bomfunk MC's Mix by YouTube PLAYLIST 41 videos 0:50 Add to Added to queue Ford Sierra Cosworth burnout by Cossiedriver 348,948 views 3:37 Add to Added to queue Ford Sierra RS Cosworth 4x4 by RafaCosworth 120,371 views 3:19 Add to Added to queue Ford sierra by mad4tar 124,945 views 0:10 Add to Added to queue XR4TI Burnout by sierraxr4ti 27,977 views 0:37 Add to Added to queue Ford Sierra Cosworth Drifting Amazing by rubiocivic 34,605 views 4:09 Add to Added to queue Ford Sierra with Holset turbo: Testing drifting... by Skogenracing 325,306 views 1:45 Add to Added to queue twin turbo sierra estate by therealdojj 154,264 views 4:24 Add to Added to queue DRIFTCACCIA THE BEST OF FORD SIERRA by driftcaccia 447,799 views 2:04 Add to Added to queue Sierra Cosworth vs Ferrari 355 by RafaCosworth 951,170 views 0:33 Add to Added to queue ford sierra anti lag by mad4tar 288,459 views 4:59 Add to Added to queue Rallye Drifting - Christian Rigollet - Ford Sie... by ivangttf2 238,717 views 5:20 Add to Added to queue Limp Bizkit - Take a Look Around (Drift - Drifi... by ashesema 2,095,334 views 2:57 Add to Added to queue Drift Truck by Nismologist 8,152,845 views 1:12 Add to Added to queue fifth gear - ford sierra cosworth 800 hp by fudiescout 740,771 views 6:30 Add to Added to queue Vaughn Gittin JR's 2010 Ford Mustang Drift Car ... by GTchannel 1,445,158 views 0:47 Add to Added to queue Ford Sierra Estate Cosworth Drifting by fudiescout 119,756 views 1:05 Add to Added to queue Ford Sierra XR4 by Ochentoso111 135,239 views 3:49 Add to Added to queue Drift Mix by Korean17 8,753,348 views 2:32 Add to Added to queue Ford Escort MK2 drifting by servicemanager 346,934 views Loading more suggestions... 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Add to queue Sign in to add this to a playlist || MSN Home Hotmail My MSN Sign In him money tech & gadgets video Hotmail Messenger My MSN MSN Directory Careers & Jobs Cars Celebrity Dating & Personals eBay Games Him Horoscopes Life & Style Local Maps from Bing Mobile Money Movies Music National Lottery News Shopping Sport Tech & Gadgets Travel TV Video Weather Windows Live cars Bing search: Make MSN UK your homepage Home News Features Used Car Guide Green Motoring Bangernomics Learning To Drive World of Jeremy Clarkson Celebrity Cars Winter Motoring Guide Car Reviews Car Guide Photos Video Used Car Listings Insurance Finance Number Plates Warranties Motorsport Blog CJ Hubbard, contributor, MSN Cars, 06/12/2010 11:49 Ford Sierra RS Cosworth: hero or zero? Motoring Research This is where MSN Cars drives some of motoring's celebrated icons: heroes in their day, have they stood the test of time, or should they be consigned to the scrapheap of history? Model: 1986 Ford Sierra RS Cosworth Engine: 204hp 2.0-litre four-cylinder turbo, petrol How fast? 149.5mph, 0-62mph in 6.8sec What's it worth? £10,000 plus See the Ford Sierra RS Cosworth gallery Find a Ford Sierra Cosworth on Auto Trader What is it? Motoring Research The original Ford Sierra RS Cosworth - the first Ford to wear the Cosworth badge - was introduced at the 1985 Geneva Motor Show as a means of homologating the Sierra for Group A touring car racing. Based on the three-door Sierra, it's powered by a Cosworth-designed 2.0-litre turbo engine of now legendary repute: the heart of a hugely successful racing car, and a sizzling 204hp for the road. This particular RS belongs to the Ford Heritage Collection. First registered in 1986, it's covered just 35,000 miles, having started its life as a 'drive and survive' test vehicle. So while the engine is as Ford and Cosworth intended, this does explain the not so standard roll cage and fire extinguisher system. And the mysterious, unlabelled switch beneath the dash... Why does it matter? Motoring Research Capable of 0-62mph in 6.8 seconds and a 150mph top speed, yet available for the reasonably affordable sum of £15,950, in 1986 the Sierra Cosworth was a new kind of performance car - a blue-collar hero able to humble true exotica. Even given the extensive history of fast Fords, it was immediately obvious this was something special - incredible turbo power and rear-wheel drive handling plus a lairy 'whale tail' spoiler and aggressive bodykit all added up to big fun. Compared with regular family cars of the period, the Sierra Cosworth wasn't just in a different league; it was like it was playing a different sport. And this was just the start, limited edition RS500s, Sapphire saloons and, of course, Escort Cosworths followed. Eminently tuneable, race versions produced over 500hp, some specialist tuners offering this for road cars too. Super-fast in its day, on paper the Cosworth still sounds quick. But is it really that good? Or will it prove a terrible let down? What's it like now? Motoring Research We'll be brutally honest: the best way to describe the noise this Cosworth makes on start up is like a bag of bolts in a blender. But it's a working car, not a museum minter, and that would be a loose exhaust baffle rather than lack of proper care. There's no escaping its sense of purpose, though - it's like having an industrial generator under your right foot. The engine never gets especially tuneful, but goodness gracious has it got some shove. Be in no doubt: the Sierra Cosworth is still mightily fast now. The way the engine whips the needle round the speedo is almost surreal - that 150mph headline figure is clearly no joke and the Cossie could clearly still get you into an awful lot of trouble. Motoring Research But it's also no mere dragster. The slender 1,240kg kerb weight helps with the pace and the handling. The power-assisted steering is chunky yet detailed, and the tiny RS-badged wheel renders a chassis that feels beautifully balanced. The long-travel throttle pedal speaks of old-school traction control (it's down to the driver), but the more time you spend at the wheel the more confident you become in the power delivery - and the Sierra's ability to properly deploy it. The boost swells rather than arriving suddenly, and although there is a definite peak it's not abrupt or unmanageable. The gearbox becomes positively snicky given familiarity, and the joy of dropping a cog and punching it simply never, ever fades. Motoring Research The interior has aged well enough, too - the rocker switches and other Sierra quirks offering a certain retro 80s charm, if not cool, and the distinctive looks still command respect from road users in the know. And since the ride is suitably authoritative, not uncompromisingly harsh, the RS makes for a comprehensive all-round package. A hooligan by appearance and repute, it turns out to be quite the civilised old charmer. If thumpingly fast. Hero or zero? Motoring Research No question - the Ford Sierra RS Cosworth is absolutely every bit the hero its legend suggests. A very quick car in modern traffic, it must have been like piloting a rocket compared to nearly everything else on the road back in 1986. Gladly the brakes feel well up to dealing with the performance. And while the roll cage in this particular car adds extra structural stiffness and reassurance, we reckon a bog-standard example would still be a joy to live with. These days it will cost you upwards of £10,000 to buy a vaguely acceptable example. Good, unmolested ones are hen's teeth rare and cost a lot more. Sapphire Cosworths are more numerous and cheaper as a result but a Cossie will never be a cheap option. The insurance also remains steep - though if you're lucky you may find someone willing to entertain the idea of covering it on a classic policy. But whatever the cost, the Sierra Cosworth has firmly cemented its place in our dream garage. Read a Ford review Join MSN Cars on Facebook Follow us on Twitter Rate this page: Poor Thank you for rating. Excellent Your rating helps other users gauge the value of a page Thank you for rating. Print E-mail Share it: Del.icio.us Digg Facebook Google MySpace Newsvine Reddit Stumbleupon Technorati Twitter Yahoo! My Web ... opens a new window Join the discussion! Add a comment Show comments Sort by: 1-2 of 2 Previous Next Sneaky Elephant #1 09 December 2010 16:58:19 My neighbour has one and uses it as a daily driver. Still a great car to  this day. Reply Report Abuse MARKEYB #2 06 December 2010 14:14:48 Lucky to  have had one of these and two 500s one in 500bhp form awesome car but costly when it goes wrong. Reply Report Abuse 1-2 of 2 Previous Next Are you sure you want to delete this comment? 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