Merkur XR4Ti
[4] Due to financial limitations the decision was made to keep the front-engine, rear-wheel-drive layout of its predecessor, and pursue improved fuel economy through advanced aerodynamics.[5] The Probe III design study unveiled at the 1981 Frankfurt Motor Show foreshadowed the direction Ford would take with the Sierra.[note 1][7] Lutz spearheaded the plan to bring a version of the XR4i to North America to compete with sporty luxury imports like BMW.The 'Sierra' name was not used in North America, since it was already used by General Motors for their GMC C/K Sierra pickup truck, and sounded too similar to the Oldsmobile Cutlass Ciera.Using body panels from Ford's factory in Genk, the cars were largely hand-built by Wilhelm Karmann GmbH in Rheine, Germany.[13] The XR4Ti kept the 3-door semi-notchback hatchback body style of the XR4i, including the European version's triple side-window profile and bi-plane rear spoiler.[16] Altogether 850 unique parts were developed for the car destined for the US and Canada, and these changes added approximately 280 lb (127.0 kg) to the weight.The front suspension comprised Macpherson struts with concentric coil springs and lower lateral links triangulated by an anti-roll bar.Spring rates were softened compared to the XR4i, based on feedback from Jackie Stewart, who had been brought in as both a development tester and spokesman for the car.Engines in cars equipped with automatic transmissions had maximum boost set to 8 to 10 psi (0.55 to 0.69 bar) and produced 145 hp (108 kW).In cars with manual transmissions maximum boost was raised to 12 to 14 psi (0.83 to 0.97 bar) and the ECU programming was modified to allow the engine to produce 175 hp (130 kW).To minimize these in the XR4Ti without resorting to extreme measures such as adding balance shafts, extensive work was done to reduce noise, vibration, and harshness (NVH) in the power-train.The second measure was to reduce the amount of vibration transmitted to the body structure by using soft rubber engine mounts.One such special, called the Scorch XS and built by Ralph Todd, replaced the Ford engine with a twin-turbocharged Nissan VG30DETT V6.Between 1986 and 1987, Pete Halsmer and Scott Pruett campaigned the Roush-prepped XR4Ti, although of a tubeframe construction like that of a silhouette racing car, to take the Trans-Am Series title.
Ford of EuropeModel yearsRheineKarmannDesignerUwe BahnsenPatrick le QuémentCompact carBody stylehatchbackLayoutFront-engine, rear-wheel-drivePlatformFord SierraEngineturbochargedTransmissionmanualautomaticWheelbaseCurb weightFord Motor CompanyBob LutzCortinaTaunusfront-engine, rear-wheel-drive layoutGeneral MotorsGMC C/K SierraOldsmobile Cutlass CieraWilhelm Karmann GmbHGermanynotchbackspoilerJackie Stewartlock-to-lockFord Cologne V6 engineinline-fourtiming beltEEC-IVengine control unitTaubatéBrazilSVO Mustangbalance shaftsnoise, vibration, and harshnessFord Type 9Ford C3Technical Service BulletinsK2 SportsCar and DriverTen Best list24 Hours of DaytonaAndy RouseBritish Saloon Car Championship1985 seasonEggenberger MotorsportEuropean Touring Car ChampionshipDeutsche Tourenwagen MeisterschaftFord Sierra RS CosworthFord Sierra RS500Scott Pruetttubeframesilhouette racing carTrans-Am SeriesFord Granada (Europe)Ford ScorpioAutoweekMerkurCompactMid-sizeScorpioRaptorLincolnContinentalFordsonFrontenacMercuryMeteorMonarchThamesAutomotive Components HoldingsChangan Ford (China)AustraliaArgentinaCanadaCreditEuropeFranceIrelandItaliaRomaniaUnited KingdomNew ZealandPhilippinesQuick LaneSouthern AfricaAston MartinChariotCosworthFord AerospaceFord IndiaFord JapanHertz CorporationJaguarDaimler CompanyKwik-FitLand RoverNew Holland AgriculturePremier Automotive GroupSpecial Vehicle OperationsSpecial Vehicle TeamTrollerVisteonAutoAlliance InternationalAutoAlliance ThailandChangan FordFord Lio HoFord OtosanFord VietnamJiangling MotorsArgo AIAutoLatinaAutomotive Fuel Cell CooperationChangan Ford MazdaFord SollersFord Union